November 2019

FlightCm

& MA RE IN FU TE RB NA FE NC AT E UR E

African Aviation

Africa’s Biggest Selling Aviation Magazine

ALSIM FLIGHT SIMULATOR FOR NEXT GEN PILOTS

AERONCA SEDAN! BETTER THAN A C170?

JIM'S INFLIGHT REPAIRS!

MICROSOFT’S NEW 2019 FLIGHT SIM!!

JOHAN’S PPL CHECK RIDE

Edition 289 November 2019

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Cover: Alsim

GUY - ON THE PC-12!

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SAAF BUDGET SLASHED AGAIN!

1 November 2019 | www.saflyer.com

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The new Macan: Combined fuel consumption: 8.1 l/100 km; Power: 185 kW (252 hp); Torque: 370 Nm; 0-100 km/h: 6.5 seconds (Sport Chrono)

Edition 289

CONTENTS COLUMNISTS SA FLYER

16 20 24 34 36 42 44

Guy Leitch - ATTITUDE FOR ALTITUDE Peter Garrison - LEADING EDGE Jim Davis - PLAIN TALK Johan Walden - A SLIM LOGBOOK

FLIGHTCOM

7 Hugh Pryor - Bush Pilot 11 Airlines - Mike Gough 17 Defence - Darren Olivier 32 George Tonking - HELI OPS 82 AOPA Update

Ray Watts - REGISTER REVIEW Jim Davis - ACCIDENT REPORT Barry Lewis - INSURANCE

FC 14

14

4

November 2019 | www.saflyer.com

Edition 289

CONTENTS FEATURES SA FLYER

14 GADGET REVIEW: Flight Simulator 30 Company Profile: Alsim 38 Feature: Tea with Jock 48 Flight Test: AERONCA SEDAN 15AC 57 Maintenance / Refurbishment &

REGULARS

Avionics Feature

10

Opening Shot

37 M&N Acoustics Register Review 46 SV Aviation Fuel Table 56 Market Place FLIGHTCOM

5 15 23 25 29 33

6

FLIGHTCOM

Industry Update New Aircraft Arrivals Face to Face: Elmar Conradie Heli Ops - George Tonking African Transports

Around Africa in 60 Days: Part 3

November 2019 | www.saflyer.com

10 GIB Events 26 Subscriptions 39 AEP AMO Listing 41 Gryphon Flight School Listing 42 AME Directory 43 Aviation Directory 45 Federal Airlines Charter Directory

ENROL NOW

POSITION REPORT

I

am amazed by how many of our

Yet, while I am surprised at how limited

subscribers so look forward to their

the take-up of our digital magazine has

monthly magazine that they get

been, I am equally surprised at the huge

furious when it arrives late.

number of social media followers we have.

Which reminds me yet again of

Between my own Facebook page, SA Flyer

how the South African government

and FlightCom, we have more than 10,000

is letting its citizens down through the

followers. This provides a wonderful channel

continuing failure of the Post Office – not to

for advertisers to reach out and touch the

mention its airlines and Eskom and Denel

market – and more frequently than the once

etc etc….

per month of the magazine. We have been

Less than 15% of our subscriptions are

using the social media to curate always fresh

now handled by the Post Office as around

content that has been carefully selected from

85% are delivered ‘door to door’ by a private

the ‘interweb’ as it is endlessly entertaining to

sector courier company – often before the

see what some people will get up to for Andy

magazine hits the retail shelves. But some

Warhol’s elusive ‘fifteen minutes of fame’.

subscriptions still need to be delivered by

In addition, we are relaunching our

the Post Office to post boxes or remote

website into a powerful platform that will

towns beyond the reach of the courier. One

showcase the many aspects of the whole SA

consequence of the Post Office’s shoddy

Flyer offering and enable our advertisers to

service is that it so disheartened our two business administrators that

share our shop window by advertising on our website. We have taken

they gave up their jobs to find something less frustrating elsewhere.

some time getting the digital aspects of our business right – but it will

Every month the same core group of loyal subscribers wait in vain for their magazine to be delivered. We offer them free digital

offer a quantum leap in value to our advertisers – and increasingly free us from the frustrations of the Post office.

edition subscriptions to tide them over, but they turn up their noses, preferring the print version.

When digital magazines became available ten or so years ago there was a vociferous group demanding that we make an online version available. But the astonishing thing is that this group has

Guy Leitch

remained just a small minority – around 8% of our subscribers. More than 9 out of 10 readers still prefer to have the ‘hard copy’ paper version in their hands. One of the reasons is that some readers like to build a library collection of past issues, but I suspect that many people (me included) just prefer to have a magazine you can stuff

EDITOR & PUBLISHER

in your flight bag and read at odd times – such as when visiting the

guy@saflyermag.co.za

smallest room in the house.

SALES MANAGER Wayne Wilson wayne@saflyermag.co.za +27 72 900 2023 TRAFFIC Daniel Leitch traffic.admin@saflyermag.co.za ACCOUNTS accounts@saflyermag.co.za DEPUTY EDITOR Owen Heckrath owen@saflyermag.co.za

8 November 2019 | www.saflyer.com

TRAVEL EDITOR Nicola Leitch nicola@saflyermag.co.za PRODUCTION & LAYOUT Emily-Jane Kinnear emily@saflyermag.co.za SUBSCRIPTIONS subs@saflyermag.co.za +27 21 786 1463

OFFICE: 8 Victory Way, Simon's Town, Cape Town, 7975 PO Box 71052, Bryanston, 2021, South Africa Distribution

istribution by On The Dot (Throughout SA and Africa to approximately 1 000 stores), CNA, PNA, Exclusive D Books, Pick n Pay as well as selected Spars, and convenience stores. Sales into Africa: Namibia, Zambia, Malawi, Zimbabwe, Botswana, Kenya, Ethiopia, Swaziland, Moçambique and Madagascar. Unsold distributed to selected clinics, airport lounges, doctor’s rooms, garages, selected hotels and lodges and Airport Shops.

Important

pinions expressed in signed articles, News & views or in advertisements appearing in SA Flyer, are those of O the author or advertiser and do not reflect those of this journal nor of its publisher. The mention of specific companies or products in articles or advertisements, does not imply that they are endorsed or recommended by this journal or its publisher in preference to others of a similar nature which are not mentioned or advertised. © SA Flyer 2019. All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.

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OPENING SHOT

ITS AIRSHOW SEASON!

A

ND what better way to celebrate it than with this wonderful photo of the Silver Falcons taken against a huge sun backdrop.

Port Elizabeth Student Pilot Austin Williams is an aviation lover who travels to many shows to take photos. He captured this image at the 2018 AAD at Waterkloof. He used his Cannon 700D with a Canon EF 75-zoom lens. Exposure was a very fast 1-3200th second at f16 with no exposure compensation and a 200 ISO.

10 November 2019 | www.saflyer.com

Send your submissions to guy@saflyermag.co.za

11 www.saflyer.com | November 2019

The new Continental GT Convertible.

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BENTLEY JOHANNESBURG • BENTLEY CAPE TOWN Power: 467 kW (635 hp); Torque: 900 Nm; 0-100 km/h: 3.8 seconds; Combined fuel consumption: 14 l/100 km; CO2 Emissions: 317 g/km.

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GADGET REVIEW

MS FLIGHT SIMULATOR

A Game or More?

After a long day you get home, kick off your shoes, grab a drink and then decide to take your favourite plane for a quick flip over the Magaliesberg to take some pics of the sunset. Surprisingly, there is nothing out of line with that sentence – because you have Microsoft’s 2019 Flight Simulator.

REPORT: OWEN HECKRATH

The attention to detail is high level - note the streaming raindrops.

I

feels like Flight Simulator was made for exactly the ‘after a long day’ scenario. But, after soaring around a digital Earth for a few hours, exploring exotic and familiar locations, you begin to get the impression that the game offers more than mere relaxation. Developers at Microsoft and Asobo would grind their teeth at the term «game», they feel that Flight Simulator is too deeply researched and technically detailed to be anything less than a full-on simulation experience. And after a short stretch of online preview, I’m inclined (slightly) to agree with them.

Firstly the graphics are way beyond anything I have seen before in ‘flying games’.

The detail and rendering are simply mindT

blowing. The developers used a variety of strategies to create a virtual planet. They relied principally on 2 petabytes’ worth of Bing Maps’ aerial imagery. To re-create the ‘3-D look’ of 400 cities around the world in even finer detail, the software draws on highresolution photogrammetric scans. To round off the attributes, Flight Simulator uses AIbased rendering tools to fine-tune the 3-D imagery and fill in the gaps. The result was that I could actually fly over my house and recognise it.

The same attention to detail was devoted to replicating the physics of flight — right down to the way raindrops stream across the windshield, and the way air flows around a mountain to create turbulence. It even drills down to very small things, like trees and buildings which also create turbulence when you fly over for example, built up areas.

Also, Microsoft partnered with airline

A Game viewing flight with Kilimanjaro in the background.

pilots who put in tens of thousands of flight hours comparing the simulation with realworld flying, so all of the aircraft have been designed and/or reviewed by people who have multiple hours on the aircraft. I will say, though, that I found the simulated C172 a tad more difficult to fly than a real one. (Trim is the secret) The sound quality is definitely Hi-Fi standard and the C172 I flew sounded exactly like a real one, right down to duplicating the ‘offbeat’ sound when you kick the ball out of the middle. All the familiar game controls of the previous versions are there. On the question of will it teach you to fly, previous iterations of Flite Sim had some limited capabilities and with its superior graphics and interface responses, the 2019 version will possibly do it as well. But it’s a work in progress – currently it appears that MS are leaving a lot of the ‘good stuff’ up to plug and play suppliers leaving the 2019 Flight SIM as a platform rather than a completed product.

A fast internet connection would be an advantage to get the full benefit from the simulation graphics, but don’t worry if you’re bandwidth-challenged. The software is programmed to take maximum advantage of the connection that’s available and there’s even an offline mode that’s based on real-life data, as well as a provision for pre-caching terrain data on your hard drive.

So is it more than merely a PC game?

Surprisingly, Flight Simulator had the effect of making the planet feel accessible yet impossibly vast. There was a sense that I could go anywhere, but once at altitude, the immensity of the world set in, in a chillingly realistic sense. So the gut level participation is not far off the real humbling experience of flight. But the preview was an infinitely relaxing involvement, requiring just enough attention from me, the pilot, to keep things interesting, while offering up the planet as a playground.

In that sense, it’s still a game, but a great one!

j

14 November 2019 | www.saflyer.com

Nico van Staden Tel: +27 (0) 083 321 0916 E-mail: nico@aerostratus.co.za

Gerhard Mouton Tel: +27 (0) 82 458 3736 E-mail: herenbus@gmail.com

1997 Maule MX-7

1955 Super Cub

1976 Piper Archer II

1350 Hrs TT, A & E Neat & Clean, King VFR;

4070 Hrs TT; 55 SMOH Recently Rebuilt, concourse condition

4740 Hrs TT; 530 Hrs SMOH Garmin VFR;

R860,000.00 excl VAT

3200 Hrs TT, 285 SMOH King IF equipped, R1,550,000 Excl VAT

1979 Piper Seneca II

1982 Piper Seneca III

1981 Baron E55

1978 Turbo Arrow III

3730 Hrs TT; 360 SMOH King VFR; Very clean;

R990,000.00 excl VAT

3230 Hrs TT; 1520 SMOH King IFR; Well maintained;

R1,450,000 excl VAT

4635 hrs TT, 350 SMOH King & Garmin, IF, Neat & Clean: OUTSTANDING VALUE - OFFERS

2000 Hrs TT, 440 Hrs SMOH Outstanding low hour aircraft R980,000 Excl VAT

1977 Cessna 210

2007 Cessna 182

1981 Cessna 182 RG

1979 Cessna 182RG

4480 Hrs TT, 1040 Hrs SMOH King & Cessna Avionics, very Clean;

390 Hrs TT; A & E Garmin 1000; KTA810 Traffic;

R4,400,000 excl VAT

3350 Hrs TT, 1000 Hrs SMOH King & Garmin equippedVery clean; Please enquire

2380 Hrs TT; 430 SMOH Garmin IFR; Clean;

1976 Cessna 210

1967 Baron 56 TC

1984 Baron B58

1982 Cessna T210

2740 Hrs TT; 640 SMOH King, Garmin, Very Clean,

2790 Hrs TT, 790 SMOH, King & Garmin IF Very Clean, updated maintenance; R2,250,000 excl VAT

3050 Hrs TT; 250 SFRM Garmin, S-Tec, IFR, Clean,

trade in / reasonable offers considered

1750 Hrs TT, 150 SFRM King IF panel, Spotless, well maintained; R3,300,000 excl VAT

1996 Bonanza B36TC

1979 MD Hughes 500

2007 Malibu Meridian

2006 Extra 300L

1800 Hrs TT s/new, 150 Hrs SMOH Well equipped: King & Garmin; Very Neat; R3,200,000 excl VAT

10,500 Hrs TT, good engines times on PBH Clean unit;

1250 Hrs TT, A & E Avidyne, IF equipped, very good condition Recent Paint; USD 900,000 excl VAT (Offers)

650 Hrs TT since new Becker & JPI: Very clean USD215,000 excl VAT

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1981 Saratoga TSP

R1,400,000 excl VAT

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ATTITUDE FOR ALTITUDE GUY LEITCH

THE PILATUS PC-12: WHY HAS IT BEEN SO SUCCESSFUL? Back in 1989, when the small Swiss plane maker Pilatus announced the PC-12 as its single engine King Air competitor, there was much disparaging the idea that senior business execs – with company money to burn on fuel – would trust their lives to a single engine turboprop.

T

URNS out the sceptics and naysayers were spectacularly wrong. The PC-12 took direct aim

at

the

all-conquering

King Air 200 and much to

most people’s surprise, including the dour Swiss, the single engine, pressurised, IFR Part 135 approved turboprop has become a disruptor that turned the market for executive turboprops on its head.

It began in 1989 when Pilatus Aircraft, named for the mountain under which it nestles at Stans Switzerland and who were hitherto famous for building the funny PC-6 STOL utility aircraft so beloved by our bush pilot writer Hugh Pryor, announced its intention to enter the business aviation market with a single-engine turboprop. The PC-12 first flew in 1991 and was certified in 1994 – a 25 year success story.

It’s been a huge success. As of August 2019 there were 1,600 PC-12s flying worldwide. It’s not just a business or utility aircraft, as it caught the imagination of wealthy American owner-pilots who treat it

The Pilatus PC-12 surprised even it maker with its success as a market disruptor – and residual values

Whitney PT-6A engine. But it is not just in

Respected aviation research firm RVA

having one engine that the PC-12 disrupted

has done an analysis on PC-12 residual

the venerable King Air. It was in the

values

application of CAD design, and one of the

prolonged period of sharply lower residual

spin-offs has been the ease of maintenance.

values, [aircraft buyers] are increasingly

A friend who operates both King Airs and

looking at how aircraft hold their market

PC-12s marvels at how a maintenance item

value when making decisions to buy, sell,

that takes 3 hours to do in a King Air can

and/or invest.”

be done in half an hour on a PC-12 – due primarily to good design and accessibility.

“After

a

The 2008 financial crisis revealed the weaker investment aircraft, presumably as owners struggled to unload them. Yet the PC12s rode through the market turbulence with

unexpected benefits of this superior design

their residual values hardly being bumped.

America (USA and Canada) accounts for

philosophy is now to be seen in the unsexy

This shows that Pilatus didn’t so much find

74% of the worldwide Pilatus PC-12 fleet,

but crucial residual values. Some aircraft

an elusive sweet spot in the market with

followed by Europe (12%) and Asia Pacific

are depreciation champions – whose value

the PC-12, as create a new market, whose

(6%). Africa is a lowly 5%, but we beat Latin

falls like a new Range Rover’s. The PC-12

demand was not as sensitive to the vagaries

America and Caribbean (3%), probably

has done the opposite – it has managed

of public sentiment as King Airs, Piper

partly due to the effectiveness of the Pilatus

to maintain extraordinarily high residual

Cheyennes and Cessna Conquests.

PC-12 Centre dealership at Rand Airport.

values, which means that the PC-12s have

The other key aspect of PC-12s retaining

not only been useful aircraft – but that they

their value must be that the manufacturer has

have been good investments as well.

remained disciplined regarding new product

cabins.

Perhaps

unsurprisingly,

North

Pilatus made the brave decision to bet everything on the reliability of the Pratt and

16 November 2019 | www.saflyer.com

significantly

that;

lower

their dogs and bikes to go to their mountain

from

concludes

maintenance and operating costs, one of the

as a kind of Chevy Suburban SUV and load

Apart

and

COLUMNS

times painful wait for your plane to sell; over the past five years, used PC-12s have averaged 283 days-on-market before being sold or leased, compared with 560 days for all other aircraft in the business turboprop fleet.

After more than twenty five years of service, the PC-12 continues to attract an almost cult-like following amongst owners and operators and customer loyalty to Pilatus is remarkably high. Customer surveys conducted by JETNET iQ on brand awareness, brand quality and future purchase intentions show Pilatus is highly regarded within the business aircraft owner and operator community.

This is a testament to the PC-12’s quality, reliability and unique features and capabilities. Pilatus has a well-deserved reputation for doing what it does very well and adheres to policies that include internal funding of product development, disciplined production rate planning and execution and limited discounting of new aircraft. This PC-12 Depreciation.

development, product enhancements, production rates, and pricing.

Thus, Pilatus resisted the urge to sell stock at discounts. These discounts, from some manufacturers of bizjets, approached the 40% mark – but were always kept confidential. When a manufacturer discounts its new plane prices, the effect on used aircraft values can be catastrophic. Pilatus did their existing owners a huge favour by resisting pressure to cut prices. It may seem obvious that an OEM that protects the value of its used aircraft will be rewarded with better customer loyalty and a steady pipeline of repeat sales prospects, but when the financial pressure is on from a plane builder’s bankers to move stock and get cash in to cut debt, it is hard to stay true to these long term investments in goodwill.

This commitment to long term goodwill is paying off. It is remarkable that PC-12 deliveries have generally increased in the past five years, against the background of a slow decrease in business turboprop deliveries. In 2012 the PC-12 accounted for about 18% of new business turboprop deliveries worldwide and this has grown to 25% by 2018.

Noteworthy too, is that planes get more sophisticated and more expensive and yet Pilatus still managed to grow its market share.

Relative to 2005, which was the launch year of its first major upgrade, the NG model, the PC-12’s new equipped list price in 2018 has

formula provides upside for key stakeholders and enables residual value retention, providing aircraft buyers of both new and pre-owned Pilatus PC-12s with peace of mind that they have made a smart investment.

The relatively few PC-12 aircraft that are sold in pre-owned markets are currently retaining about 80% of their original selling prices 10 years after factory delivery, a performance that continues to be unmatched in the business aircraft industry. This is a testament to smart design, careful factory pricing and production and a managed product life cycle process.

It has taken Textron, as the owners of Beechcraft and Cessna, twenty years to come up with a challenger to the PC-12. And the remarkable thing is that it is a virtual direct copy. The only significant difference is in the choice of engine, with Cessna deciding to forego the legendary PT-6 for the FADEC-controlled GE Catalyst engine.

And the great news for the many fans of the Pilatus brand is that the PC-24 jet should repeat this remarkable performance in residual values. It provides a natural step-up for those who want to trade in their well-loved PC-12s for a Pilatus product that will go higher faster and further and yet still have the utility to load big objects through its large rear door and get into and out of tight dirt strips.

j

guy@saflyermag.co.za

increased 52%, which is a similar rate of increase to the competition.

It took another eight years for Pilatus to introduce a further upgrade, modest though it was as it added just 5 knots to the cruise speed, (to

PC-12 Prices.

285 KTAS at FL 220, plus a 10% better time-to-climb) and featured lower cabin noise and vibration levels, thanks to a composite 5-blade propeller and aerodynamic clean-up.

But the key point is that product upgrades have not done much damage to older model resale values. There is very little of the “built in obsolescence” for which Ralph Nader so successfully criticised the American car makers and with which Cirrus aircraft is flirting.

The old joke about Volvos or Audis is that when you buy one you will keep it forever because no one will buy it off you, doesn’t hold true for the PC-12. The market wants second-hand PC-12s.

Assuming you have priced your plane correctly, RVA reports that the chances are you will sell your PC-12 49% quicker compared with all other aircraft in the business turboprop fleet. In terms of the oft-

17 www.saflyer.com | November 2019

Jabiru It's a lifestyle

Over 2000 Jabiru aircraft sold world wide.

SA Flyer 2019|07

For more information on full range of Aircraft & Aero Engines contact: Shadow Lite CC t/a Jabiru Aircraft SA SACAA AMO L14 & 909 Ph: 044-8769991 or Cell: 0828818499 Web: www.jabiru.co.za Email: info@jabiru.co.za

1943 DE HAVILLAND DH-82A, TIGER MOTH, SER. NO. 832

Engine: General Motors Holden, Gipsy Major Series 1, Serial no. 741; Propeller: Invincible Airscrews, 2 Blade Wood F.P., Model DH5220/B/26, Serial no. 1A8418; Total airframe hours: 1445.6 HR S.M.O.: 37.6 HR Annual check carried out: 23.10.2018 Authority to fly expiry; 22.10.2019 Current location: Hangared at Stellenbosch Airfield, South Africa Owner: Soviet Air Charter PTY LTD, Evgueni Zakharov (Director).

CONTACT: INFO@SOVIETAIR.CO.ZA Aircraft notable features: - Completely rebuilt, in perfect condition, like brand new; - HOBBS (vibration type), mounted on engine frame; - Transceiver; - Transponder, type S; - Turbine generator (mounted underneath the fuselage); - Main fuel tank, 86.3 litres; - Auxiliary fuel tank, 45.4 litres (operated by switching on fuel pump to pump fuel into main tank); - 2 x wing sidewalks; - Custom chrome exhaust pipe; - Dual controls (front cabin control stick stashed in the luggage compartment); - Main wheel breaks; - Tail wheel; - 2 x full seat harness; - Custom magnetos;

Transponder details: Dittel KTX-2 Transponder 2 1/4” Panel Mnt (NTCA), Type S PRICE: 1 400 000 ZAR (VAT EXCLUDED)

18 November 2019 | www.saflyer.com

SA Flyer 2019|11

Transceiver details: Dittel Avionik KRT2 Transceiver 2-1/4” (NTCA)

AIRVAN AFRICA

2011 Quest Kodiak 100

+27 46 624 4899

1990 Mooney M20J Special Edition

2200 Hrs TT Airframe and Engine.

PT-6A-34, 750SHP, Garmin G1000 Avionics, External Baggage Compartment, 29� Wheel Upgrade, Air Conditioning.

1807 Hours TT and 8 Hours SMOH April MPI, April Overhaul.

Price: US$ 1 258 000

Price: R1 550 000

2008 Mooney M20TN Acclaim Trading for a new Acclaim Ultra.

750Hrs SNEW.

Absolutely Beautiful!

www.airmoon.co.za

Patrick: +27-82-565-8864 Brendan: +27-72-244-4958 Phil: +27-83-284-3898 www.airmoon.co.za

Price: US$ 384 000

Stripping for Spares Call for Parts Price and Availability 2015 Airvan 8

1966 Piper Cherokee 180

2000 Hours TT Airframe, Factory rebuilt zero-time Engine. 3-Blade Prop, 4200lbs MAUW Upgrade, Cargo Pod, G500 PFD, G650 GPS/Nav/Comm, TCAS, Stormscope, etc

7425 Hrs TT Airframe and 150 Hrs SMOH Engine. Constant speed prop, new glass, paint refresh, new interior and carpets by 43 Airschool.

Price: Offers

Price: R500 000 neg

1998 Mooney M20K Encore 1230 Hours Airframe and Engine SMOH

Price: US$ 170 000

OTHER AIRCRAFT FOR SALE: 1981 Mooney M20J 201 2015 Airvan 8 1948 Ercoupe 415e

Grumman AA-5B Tiger 3170 Hrs TT, 535 Hrs SMOH Good paint and interior finishes. Spats are included.

Price: R480 000 or Best Offer

BRAND NEW Airvan 8

Standard panel including Garmin GTN 650 Nav/Com/GPS and JPI EDM 800 Engine Monitor.

Price: US$ 862 000 Including Delivery in Africa.

2013 Robinson R66 Turbine

1969 Cessna 182M

250 Hours since new.

Price: Call

1977 Socata Rallye 235E

SA Flyer 2019|11

1979 CESSNA TR182RG

Total time airframe - 2650 hrs; Time on engine - 1115 hrs; TBO - 2000 hrs Avionics - King Equipped; Paint and Interior - 10/10 Immaculate Aircraft. Status report available R1.6 M + 15 % VAT If you need more info, please phone Nicky: 082 773 4160 EMAIL: admin@geelbosboerdery.co.za www.saflyer.com | November 2019

SA Flyer 2019|11

Unless otherwise stated all prices are exclusive of VAT

1971 Beechcraft Baron E55

19

LEADING EDGE PETER GARRISON

HOW FAST Are We Going?

Practically the first thing anyone wants to know about a new aeroplane is how fast it goes. This very basic question is curiously hard to answer.

A

IRSPEED is measured

upward. The difference in height of the two

another, local variations tend to cancel

by the pitot-static system.

columns is proportional to the air pressure.

themselves out. That is why a pitot tube can

(The word pitot, by the

Consequently, small pressures are often

be located on a wing, even though the wing

way,

the

measured in inches of water; larger ones,

is the part of the aeroplane that is designed

name of Henri Pitot, who

like manifold pressure, in inches of mercury.

to experience large pressure variations with

came up with the idea back in 1732. Pitot

A mechanical airspeed indicator works

was a Frenchman, and so we pronounce

differently. An airtight case contains a

What can induce errors in the pitot

the word pee-toe and not pit-ott.) The idea

flexible bellows made of thin metal. The

pressure, however, is misalignment with the

of the system is to compare the pressure

bellows is vented to the pitot, the case to the

air stream. A misalignment of five degrees

generated by the impact of moving air – the

static port. When pressure from the pitot is

produces a negligible reduction in pitot

“dynamic pressure” -- with the pressure of

greater than ambient, it expands the bellows,

pressure, but a misalignment of 15 reduces

stationary ambient air – the “static pressure.”

and a system of gears and levers converts

the pressure by 3.5 percent. To solve this

The sum of the two at any location is called

the motion into the swing of a needle. The

problem, pitot tubes are often placed near a

the “total pressure.”

accuracy of the reading depends on the

surface, like a wing, that forces the airstream

comes

from

angle of attack.

into alignment with them.

Measuring static pressure is more difficult. Some pitot tubes have small holes drilled into their sides, separate from the dynamic-pressure plumbing. More usually, however, engineers hunt around for a location on the airframe where the local pressure remains nearly constant over the full range of angles of attack and flap settings. Often this turns out to be on the fuselage sides somewhere between the wing and the tail. Ports are placed on both Prototypes go to great lengths of pitot tube to get accurate speed measurements.

sides in order to cancel the effects of yaw.

A good static port location is one where the pressure is neutral to begin with and is not

Dynamic

pressure

was

originally

quality of the mechanical movement, of

displayed and measured by means of a

course, but it also depends on another factor

How is that hunt conducted? In order

manometer, a U-shaped tube with some

that is much more difficult to control. This is

to evaluate a candidate static location

water in it. One leg of the U is connected

the so-called “position error,” which occurs

you need a reliable reference. This was

to the pitot tube, the other is vented to a

because both pitot and static readings are

traditionally provided during flight test by a

sheltered location where the pressure is

affected by the changing velocities and

“trailing bomb,” basically a piece of flexible

static. When moving air strikes the entrance

pressures on the surface of the aircraft.

tubing thirty or forty feet long with holes

affected by angle of attack.

to the pitot tube, it displaces the fluid

Dynamic pressure is the easier of the

drilled in its sides near the aft end. The

surface in the pitot leg downward and the

two to get right. Because velocity and

tube trails far enough behind the aeroplane

surface in the other leg the same distance

pressure vary in inverse proportion to one

to be unaffected by its pressure field. Thin

20 November 2019 | www.saflyer.com

COLUMNS tubes taped to the surface of the aeroplane, terminating at various candidate static port locations, provide readings that can be compared with the presumably correct one from the trailing bomb.

A less outdoorsy method, these days, is to map pressures with computational fluid dynamics software, locating islands where pressure is both neutral and stable.

Serious

flight

tests

are

conducted

with a “test boom,” a long, stiff tube with a gimbaled, weathervaning pitot on its nose – and a trailing bomb. Differences between test results and the readings of the airplane’s built-in pitot-static system – preferably, if the marketing department has its way, ones that make the airplane appear to cruise faster and stall slower – are plotted on a calibration chart and buried in the pilot’s handbook, where nobody looks at them again.

Ultimately,

production

pitot-static

systems receive their final validation in flight.

Various techniques are available. A nice simple one is to fly alongside an aeroplane

The basics - how ram air powers key flight instruments.

with a well-calibrated system. Another is to fly over a measured ground course at various speeds; but for that method to yield

wind is not a very precise thing to start with,

good results the wind speed and direction

and so an approximate wind direction is

must be known with pretty good precision.

good enough.

When I did this, I tried the circle method of obtaining the wind at the same time, and

measured-course

A more mathematically complex method

recorded groundspeeds for upwind and

method is that it must be used at low altitude

involves speeds taken on several headings.

downwind segments flown along the wind

in order to get good fixes on the starting and

The procedure involves selecting an altitude

axis. My estimate of the wind direction based

ending points, and that can be hazardous at

(any altitude will do, since it’s indicated,

on circling differed from the calculated

speeds just above the stall.

not true airspeed that’s being used) and

average by about 10 degrees, but at the

GPS has made possible a new set of

recording the outside air temperature, which

same time it was interesting to see that the

techniques for airspeed calibration. One

you will later use to convert your indicated

wind component varied from one data set to

method is a variation on the traditional

airspeeds to true. You set power and allow

another – not surprisingly, since there is no

ground course approach. A distant waypoint

airspeed to stabilise. Record the airspeed,

reason to expect the wind to be absolutely

is established and the aeroplane is flown

the heading, and the GPS groundspeed.

uniform, especially in a mountainous area

toward it, using the GPS to measure, say,

Then turn 90 or 120 degrees, let the

such as the one where I am doing my flight

a two-mile course. Repeat in the opposite

indicated airspeed stabilise (it should be the

testing. The airspeeds obtained by the two

direction. The true airspeed is more or less

same on each leg), and record the heading

methods differed by about three knots.

the average of the two GPS groundspeeds.

and GPS groundspeed again. Fly three or

An

objection

to

the

What is the use of precise airspeed

GPS can be used to ascertain both the

four headings. Repeat this procedure for the

information,

wind’s direction and its speed, provided

complete speed range at intervals of ten or

progress of the aeroplane from one place

that the wind is fairly strong. The pilot flies

twenty knots.

to another may be subject to the vagaries

you

Google

“GPS

when

the

actual

airspeed

of winds, traffic delays or the tardiness of

GPS groundspeed. When the aeroplane

spreadsheet” you will find several Excel

passengers? You get there when you get

is flying directly upwind or downwind the

spreadsheets ready to use. Enter the

there. Furthermore, what difference does it

groundspeed is at its maximum or minimum,

headings and airspeeds you collected;

make whether the airspeed indicator is right

so you have the wind direction. The

the average groundspeed, wind speed

or wrong, as long as it varies in a continuous

wind component is half the groundspeed

and direction will appear. (Note that the

way from slow to fast? It all has to do with

difference. The difficulty with this method is

groundspeeds are not averaged in the usual

bragging rights, I guess. With respect to the

that the groundspeed barely changes over a

sense; they are extracted from the data by

speed of my own aeroplane I shall imitate

30-degree range of headings bracketing the

a mathematical procedure that would be a

the noble reticence of Rolls-Royce, who,

wind axis, and so it is difficult to get a precise

burdensome chore if the spreadsheet did

when asked the power of the engines in their

fix on the wind direction. On the other hand,

not take care of it for you.)

cars, would merely reply, “Sufficient.”

in a circle at standard rate, monitoring the

If

though,

j

21 www.saflyer.com | November 2019

PLAIN TALK JIM DAVIS

When things go

WRONG in the air

Have you ever heard people say, “I wouldn’t fly in one of those small planes – it is not like a car where you can stop and fix it if something goes wrong?”

Although you couldn’t use the trim to land the aircraft safely in turbulence, it can still be your salvation if you lose salvation if you lose an elevator cable.

Jim Davis walks you through some life-threatening failures that you can easily handle, or fix, from the pilot’s seat, if you understand the machinery you are flying.

Y

OU know how you get a feeling

the stick to correct it. “Twang!” The elevator

and directional-gyro are all completely u/s.

about a pilot even before you fly

cable snaps and the stick comes right back

No, you don’t have an autopilot, and even if

with them? Well my intuitions

to your chest without having any effect.

you did it would probably get its information

about their ability are often

based how well they know what the POH

What can you do about this so you can fly safely and land without difficulty?

from one or more of these instruments. (I should point out that such a failure is unlikely

has to say about the aircraft. When they are

Forget about trying to control pitch

because most aircraft split the power for the

familiar with their aircraft’s systems, it tells

with power or flap. Neither of these will

gyro instruments between two sources –

me two things: first, they take pride in being

give you the positive control that you need

vacuum and electricity.)

a competent pilot, and second, they are in

to fly the aeroplane safely and land it in

So there you are in solid cloud with no

a strong position to cope with mechanical

normal turbulence. Also forget about trying

gyros. What can you do to maintain control

problems.

to fly it on the trim – its effect is too slow to

of the aircraft? By this I mean how can you

guarantee a safe landing.

be sure you are keeping the wings level and

I am going to look at a few nasties – some of which would spell certain doom if

You can easily regain positive pitch

not going into a classic graveyard spiral?

you haven’t thought them through first. See if

control if you understand the system and

Forget about trying to keep straight on the

you can figure out the best way to cope with

give it some thought.

compass, you are being bucked around by

each before looking at my solutions.

turbulence and the compass is swinging too THE GYRO INSTRUMENTS

much to be of any use.

You are in cloud, flying on instruments

Most people believe you need at least

Imagine you are flying your Cherokee

when your vacuum pump blows up and you

one gyro to maintain control of an aircraft in

or Cessna through a bit of turbulence. The

have a total failure of all your gyro instruments

cloud. Can you prove them wrong and live

nose pitches down and you pull back on

– the attitude-indicator, turn-coordinator

through the experience?

THE ELEVATOR

24 November 2019 | www.saflyer.com

25 www.saflyer.com | November 2019

The Tiger Moth, like most light aircraft, uses UP and DOWN cables for the elevator.

BLOCKED AIR CLEANER You are climbing through 800 feet AGL when you go through a flock of birds. One of them hits you slap in the engine cowl exactly where the carburettor air-intake is. It completely brocks the intake so there is no air getting to your carburettor. The engine dies on the spot.

Is there anything you can do to restore power so you can do a safe circuit and landing?

AILERONS Your aircraft has just had major airframe work done. You are the first to fly it after the re-build. It is a nice calm morning – no wind or turbulence. You take off and get to about 200 feet when the right wing drops slightly. You nudge the control wheel to the left and this

If you have a blocked static vent reach behind the panel and see if you can feel the plastic static pipe and then rip it off its connectors.

immediately makes it worse. Because you are a pretty sharp pilot you quickly realise that the ailerons have been connected the wrong way. When you move the stick left, she banks right and vice-versa.

Actually, if you were really a sharp pilot, you would have picked this up on the ground as part of your pre-flight or pre-takeoff checks.

Don’t imagine this can’t happen – I know of three occasions when it has. The first was to the prototype Lancastrian (a passenger version of the Lancaster bomber). It was flown by the company’s chief pilot, accompanied by the chief designer and several others. After take-off the aircraft slowly rolled inverted and dived into a pond, killing all on board.

It also happened to a Comanche which took off from Wonderboom.

The pilot amazingly managed to get it as far as the down-wind leg before losing control and killing himself.

If the air-cleaner (bottom right) gets blocked, you can use carb-heat to feed air into the carburettor via the red elephant-trunk (bottom left).

Finally, I was asked to do a test-flight on a Bonanza that had been rebuilt after a wheels-up landing. I spotted the problem during the pre-flight, but rather unkindly kept quiet about it. I was not happy about having my life put on the line by this engineer’s carelessness.

I told him I would only fly the aircraft if he came with me. After much protesting he finally agreed.

I am ashamed to say that I took the aircraft to the threshold and completed the runup and pre-take-off checks before asking him if he was satisfied that all was OK. I should mention that I had had a couple of previous run-ins with this guy – we had no love for each other.

Naturally I showed him why I didn’t share his confidence in our immediate future. The man turned white, and we never spoke to each other again.

So, back to your situation where you realise that this has

If the ailerons have been connected the wrong way, all you have to do is grab the inner horns of the yokes and fly normally.

happened to you. Is there anything you could do so that you could make a safe circuit and landing? Simply telling yourself to work the ailerons the other way is extremely unlikely to work. Imagine you were driving your car and the steering suddenly reversed itself – I doubt that even Lewis Hamilton could handle it.

Actually there are two solutions to this potentially lethal situation – both are safe and easy to handle.

RUDDER CABLE You are flying round the circuit. As you turn downwind there is a ‘twang’ as the left rudder cable snaps. You can push the pedal all the way to the floor and nothing happens. Is there anything you can do to make sure you complete the circuit and land safely? And how would you control direction on the ground?

26 November 2019 | www.saflyer.com

COLUMNS

ROUGH RUNNING One moment your engine is as smooth as silk and the next it’s making a terrible noise, backfiring, running extremely rough and hardly producing any power. There seems to be no major mechanical failure which might be indicated by smoke, or oil on the windscreen. You switch on the fuel-pump, try a different tank, give her a blast of carb-heat, fiddle with the mixture, confirm the primer is locked, and try different throttle settings. Nothing makes any difference – so you are pretty sure that it is not a fuel or carburettor problem. You think it may be the magnetos, so you confirm that they are switched to the BOTH position.

The other way to sort out the aileron problem is to use the shaft for elevator control and use the rudders to control roll.

This has happened to me twice – on both occasions it was soon after take-off, but it could happen at any time.

Is there anything else you could try that might return sanity to the motor and take you home safely for a landing?

STATIC BLOCKAGE You are flying in cloud when you notice that the ASI (Airspeed Indicator) VSI (Vertical Speed Indicator) and altimeter are all behaving strangely. You realise that you have a static blockage. Probably ice.

This can be extremely dangerous when you are on instruments. You grope around the cockpit searching for an alternate static source, but realise that either the

To bank to the right, do what you usually do – move your right hand down.

aircraft doesn’t have one, or you can’t find it.

Is there any way that you can return the important ones: the altimeter and ASI, back to reasonably reliable service?

Ice can block the static vent causing the ASI, VSI and altimeter to give silly readings.

THROTTLE STUCK OPEN I have recently heard of two cases where people have found themselves with full power and were unable to throttle back because the cable had broken or become detached. One guy got himself overhead the field and then killed the engine by pulling the mixture to idle-cut-off. He then did a forced landing on the runway. Fine – he got away with it.

The other guy got the speed back by pulling the nose up, and selecting gear and full flap. He then drove the aircraft down by lowering the nose and keeping the speed at flap limiting. He eventually worked his way round on to a low, flat, high-speed approach and cut the engine with the mixture on short final. He also got away with it.

I think there is a better way. This doesn’t involve switching the mags off and on as required. That would cause massive, and potentially dangerous, explosions in the exhaust. How would you handle this problem?

If this gear loses a tooth the magneto’s timing goes so badly haywire that the engine produces no power. The cure is to try each mag separately and then leave it on the one that produces normal power.

SOLUTIONS ELEVATOR CABLE You pulled back and the UP elevator cable snapped. But there is also a perfectly serviceable DOWN cable that works when you push the stick forward. So if you trim the nose well up, you can easily fly the aeroplane by using the stick in the normal way.

Okay, you will be pushing against the trim all the way but who cares – you have her under control and landable.

GYROS

If the throttle jams fully open, simply use the mixture control as a throttle.

The standard way of losing control in cloud is to enter a ‘graveyard-spiral’. It starts when a wing drops and the aircraft begins turning. If you don’t notice the turn, the next thing that happens is that the nose drops and you start losing height and gaining airspeed. You will certainly notice that something is wrong because you will hear the increased wind noise and engine revs. You glance at the airspeed, altimeter and VSI which all say are on the way down. You ease back on the stick to check the descent and this may work initially, but, by pulling back, you tighten the turn which soon causes a further loss of height – so you pull back more. Very soon you are in a screaming spiral. Your entire being is focussed on the terrifying height loss which

27 www.saflyer.com | November 2019

PLAIN TALK

seems much more important than levelling

normally – to bank right you move your right

compression stroke, the exhaust stroke and

the wings – even if you did notice they were

hand down and your left hand up – exactly

at any other time – hence the backfiring and

not level. Sound stupid? It happens every

as you usually do. There can be a slight

power loss. If you switch that mag off then

time a non-instrument pilot loses control in

problem if you take a hand off one of the

the trouble goes away and the engine is

cloud.

yokes, perhaps to use the radio, change the

smooth again. All you have to do is switch

The bottom line is that if you can prevent

throttle setting, or use flaps. If you are flying

to one mag, if it is still rough then switch to

the aircraft from turning you will maintain

with your left hand only, then remember that

the other one – and presto – you are back

control. If you fly straight and keep the ball

you move it down to lower the left wing, and

in business.

is in the middle, the wings are guaranteed

move it up to raise the left wing – just like

to be level.

normal.

STATIC BLOCKAGE

RUDDER

fitted, would simply let cabin air into the

So the secret is to keep straight. The compass is no help in all but the calmest

The alternate static source, if one were

weather, and there is no gyro to keep you

There are a couple of things you can do

static lines and return the ASI, VSI and

straight. The only instrument that can keep

about a broken left rudder cable. The easiest

altimeter back to working order. They will

you straight, and save your life is … wait for

is to just ignore it and steer yourself round

not be dead accurate but will be usable, and

it – the ADF.

the circuit on the ailerons – like many pilots

their inaccuracies will be noted in the POH.

Even if you are a GPS only-navigator,

do in any case. The rudder is really not that

So, if there is no alternate static source

it’s worth having an ADF - and you can tune

critical on a modern aircraft – it is there to

we need to create one by letting cabin air

it to MW radio stations and listen to music.

counteract aileron-drag and P-effect. You

pressure into the system. There are two

could fly with your feet flat on the floor and

ways of doing this. The most drastic method

your passengers probably wouldn’t notice

is to break the glass on the least useful of

the difference.

the three – the VSI. Cabin air will enter the

BLOCKED AIR INTAKE Your engine has died because the corpse of the poor little birdie is preventing

If you really want to use the rudder

air from getting to your carburettor. It is very

properly, you could employ the same trick

system through the broken glass and the

easy to fix – apply the carb heat. This sucks

as we used for a broken elevator cable.

A less desperate method is to put your

in warm air from around the exhaust system

Remember only the left rudder cable has

hand up behind the panel and see if you

ASI and altimeter will be back in business.

– not through the air filter – so you will be back in business immediately. Obviously, if you are flying a fuel injected aircraft, the alternate-air system will do the same.

AILERONS This is a very interesting one. You have to fix it immediately because you will be very close to the ground when you discover the

If something goes wrong – undo the last thing you did.

problem and the aircraft will be trying to roll inverted. Any hesitation and you are dead.

Luckily there are two ways of getting the

broken – so we can still use right rudder. In

can feel the plastic pipe that feeds static

aircraft under control and, taking her round

this case the answer is to trim the rudder

pressure to the VSI or the altimeter. Whip

the circuit for a safe landing.

to the left and then fly with right rudder

out your Leatherman or Swiss army knife

pressure to counteract it. Of course – you

and sever said pipe, allowing cabin air into

plane must have rudder trim to do this.

the system. Caution do not do it to the ASI

The first is to centralise the controlwheel and then grab the shaft – which will give you elevator control. The trick is not to

Finally, what’s going to happen after

because this has two pipes – the static

twist it at all. Now all you have to do is use

touch down? Well the nosewheel is not

and the dynamic one from the pitot-head.

the secondary effect of rudder to control roll.

steered by the rudder cables – it has

Murphy dictates that you will cut the wrong

Right rudder initially yaws the aircraft to the

separate steering direct from the rudder

one and lose your ASI.

right and this causes it to roll to the right. Try

pedals, so you will be able to steer in the

it next time you fly – it is surprisingly easy to

normal way on the ground.

fly the aircraft on rudder alone without using the ailerons at all – even in turbulence.

All this messing around behind the panel has to be done while you are concentrating on your instrument flying, so if you have

ROUGH RUNNING

a passenger, encourage them to do the

The second method involves taking your

The probable cause of the symptoms I

hands off the control wheel and then holding

described, is that a tooth has broken off a

both wheels – your left hand on the right side

gear wheel inside one of the magnetos.

of the left yoke, and your right hand on the

This will upset the timing on that mag and

This is quite an easy one to handle,

left side of the right yoke. In other words, you

it will produce sparks at random. In other

simply use the mixture control as a throttle.

grab the insides of both yokes. Now just fly

words it will fire during the inlet stroke, the

Pull it out slowly until you start losing power.

28 November 2019 | www.saflyer.com

surgical work.

THROTTLE STUCK OPEN

COLUMNS

A fraction further and you will lose more

blockage that prevents you from using the

combination of air pressure and springs.

power. A bit further still and you will lose all

new tank, or perhaps the fuel gauges are

If the mechanism is not lubricated or

power. On most aircraft don’t be afraid of

telling porkies.

maintained properly it is very possible that

the engine dying completely and the prop

I have twice been alarmed by the

stopping. If you maintain normal glide speed

behaviour of Twin Comanches. The first

the prop will keep windmilling, and you will

time was in cloud during an instrument-

Thinking pilots keep their hand on the

have power again as soon as you ease the

rating renewal test. We had been doing full-

lever until the flaps have finished moving.

mixture knob forward.

flap stalls, and after recovery I was returning

This way they can arrest the retraction at the

If the prop looks as if it might stop

the aircraft to normal straight and level,

first sign of a roll. It is an equally good habit to

completely, say if the revs creep below about

when she started rolling to the right. Full left

do the same when selecting undercarriage

400 rpm, then you will have to use a faster

aileron was not enough to prevent the roll.

up or down. Also, for any other operation

approach speed or just ease the mixture

To me, watching the gauges, it seemed like

that takes a few seconds to complete. Many

forward a fraction until she starts developing

the artificial-horizon had suddenly failed.

airlines train their pilots to keep their hands

a little power.

Fortunately the testing officer was able to

on selectors until the cycle is finished.

GENERAL RULE

one flap sticks down when the other is retracted.

spot the cause of the problem. As I selected

When you turn the fuel pump off after

flaps up, the right-hand flap came up but the

takeoff, it’s a good habit to keep your finger

Sometimes it is possible for the pilot

left one remained down. He hastily hit the

on the switch for a couple of seconds and

to induce a serious problem by doing

flap selector down and the right hand flap

watch the pressure to make sure it stays in

something quite normal. There is a very

moved down to match its mate. We returned

the green.

good general rule that says, If something

to base and landed without trouble.

goes wrong – undo the last thing you did.

If you take the time to understand the

The asymmetric flap problem is not

machinery you fly, you not only earn the

An obvious example is that if the engine

uncommon and can happen on any aircraft

respect of your passengers, your fellow

fails soon after changing tanks, go back to

where the flaps are extended mechanically,

pilots and your AMO, but you increase your

the one that was working. There may be a

but returned to the up position by a

own life expectancy.

j

The airline capable Alsim ALX has a fully functional instructor's station.

ALSIM

The Training Solution Credit Tim Fox

With the increasing worldwide need for airline-focused training to address the looming shortage of pilots, the Multi-crew Pilot Licence (MPL) is gaining popularity.

One of the most efficient and cost-effective ways to address this ICAO initiative is via the extensive use of professional, authentic flight simulators. French simulator company Alsim has already achieved significant success in South Africa.

WORDS: GUY LEITCH

T

WENTY-FIVE

years ago,

the founders of Alsim shared a vision to develop flight training by uniting different aircraft types into a single simulator.

This vision resulted in one of the early Alsim products known as the AL200 MCC which is still in service with many operators today.

The AL200 incorporated a wide range of different aircraft; from a 172 through to the twin-engine jet class, which was a unique capability at the time. This early product essentially evolved into the ALX, Alsim’s latest offering. Today Alsim has more than 400 certified flight training devices in service with more than 300 clients worldwide.

Alsim’s latest development is simply known as “The Airliner.” The device is a versatile multi-purpose hybrid (B737/

30 November 2019 | www.saflyer.com

modernise and incorporate new technology.

The big focus of the company has been on the immersion of being in a simulator – that feeling that you’re not actually in a sim, but you’re closer to being in an aircraft as much as possible.

The Alsim range of flight simulator devices has been particularly popular in southern Africa – with many flight schools investing in these top of the range devices – and some operators such as 43 Air School having three Alsim simulators. Nicolas de

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Lassus, Alsim’s Sales Manager for South

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The Alsim ALX is an EASA and FAAapproved FNPT II single and multi-crew

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The

COMPANY PROFILE

common to each class of aircraft. The

Also, Grand Central based Superior

ten flight models in a single device. The

Aeronav Academy at Lanseria Airport is

Air has an Alsim ALX flight simulator which

classes include single piston, twin piston,

a typical South African Alsim customer. They

enables Superior to provide advanced

twin turbine and medium category twin jet.

operate a modern fleet of predominantly

scenario based training, such as emergency

The ALX complies with all Phase I and

Diamond Aircraft, namely the DA20 Eclipse

training, which is often either difficult or

2 training requirements, and most of the

and diesel-powered, Garmin 1000 equipped

dangerous to do in an aircraft. The simulator

features required for Phase 3 are taken into

DA42 Twinstar. Their instrument, multi-

is CAA, EASA and FAA certified and has a

consideration as well. This means that the

engine and multi-crew training needed to

worldwide database, allowing students to

ALX can be used to extend Phase 2 and

be complemented by a simulator. After

train at familiar airports.

Wonderboom-based Blue Chip Aviation has also invested in Alsim technology with an ALX, which enables the flight school to offer a Jet Orientation Course with Multi Crew cockpit training.

As the worldwide need for capable pilots grows more pressing, training school decisions will be driven primarily by the ability to provide airlines and Part 135 Operators not only with the required quality, but also with the necessary quantity of new pilots. There is no doubt that the application of

Alsim’s

state-of-the-art

simulator

technology will go a long way towards the achievement of these objectives and Alsim is already well-placed to be on the forefront The Airliner Alsim's biggest simulator to date.

of growing demand for professional flight

j

simulator application in South Africa.

therefore minimise expensive Full Flight Simulator time in Phase 3, saving costs for both flight schools and pilots. The simulator can be easily upgraded to support higher ‘levels’, which integrate a greater number of aircraft. Thus, a flight school can choose the best level to fit its needs, but can also upgrade its simulator at any time, allowing for training on more advanced aircraft, without the need to purchase additional simulators.

The range of training functions includes: single, multi-engine and turbine aircraft integrated into one simulator, advanced instrument

capability,

such

as

RNAV,

Alsim celebrates its 25th birthday of being a leading general aviation flight simulator provider.

On the right, J-P Monnin, President and Co-founder"

31 www.saflyer.com | November 2019

SA Flyer 2019|11

INTEGRITY, INTELLIGENCE, ENERGY AT YOUR SERVICE GIB House - 3 West Street, Houghton, Johannesburg Tel: +27 (11) 483 1212 | aviation@gib.co.za | www.gib.co.za | FSP License No. 10406

Cessna 182P Year of Manufacture: 1973 | Total Time Airframe: 3862 hours Engine CMI 0-520-F-TS | TSN: 2100 hours | Propeller Hartzell PHC-G3YF-1RF/F7 | TSN: 1780 hours TSO: 162 hours | Date Due: June 2022 | MPI – Fresh July 2019 & C of A Installed Avionics: NAV/COM BENDIX KX 155; NAV/COM GARMIN GNC 430; XPDR GARMIN GTX 327 AUDIO PANEL GARMIN GMA 340; Engine Monitor EDM 930 Color Scheme: Exterior: Basic White; color accent blue and gold 8+/10 | Interior: Beige Leather, 9/10

Price: R850 000 EX VAT Contact: keyser@iway.na

32 November 2019 | www.saflyer.com

SA Flyer 2019|11

Specification subject to verification upon inspection and/or prior sale by seller.

WASSUP

New LSA Cutie (Without Wors)

The Colt LSA from Texas Aircraft Manufacturing made

Colt Trainer - Cute But Limited.

its public debut at Oshkosh 2019 and has been picking up steam over the past few months. It has now gained approval under the ASTM standards required to produce in the LSA category.

T

HE company has already begun production at its facility in Hondo, Texas, but before you rush out to spend your hard-earned US$167,000 on one of these lightweight little cuties, let’s have a closer look at the details.

The Colt features an all-metal riveted design with

an integrated steel-tube cage around the occupants. With a 100-HP Rotax 912 ULS under the hood, the Colt carries a claimed 110-knot

blunt, there’s barely enough loading capacity for the average-sized

cruise, 800-FPM maximum climb, and a 38-knot full-flap stall speed.

‘boere seun’, his doggie and a bottle of Klipdrif – and unless you’re

Empty weight is listed as 382Kg, so with the fuel tanks full (31.7 US

flying to the airfield down the road, even the boerewors and smoor

Gallons or 120 litres = 86 kg), the payload is just over 130Kg.

will have to stay at home.

Whoa!! Let’s just rewind a tad and read that again slowly. Does it

So it only really works as a trainer if you’re prepared to stop every

say that the payload is just over 130Kg? The manufacturers state that

few circuits to tank up and it only works as a personal aircraft if you’re

it’s aimed at the training market – so just how many 40Kg instructors

prepared to leave the wors (and maybe the hond) at home. It may be

do you know? Surely any aircraft coming from Texas works within a

cute, but at more than two and a half million bucks, we can’t foresee

‘Texas-sized-ass’ design parameter. The Colt clearly doesn’t. To be

a huge market for it in South Africa.

j

33 www.saflyer.com | November 2019

A SLIM LOGBOOK JOHAN WALDEN

SUNSHINE & RAINBOWS At last, after a full year of flying, studying, and exams, I was ready for

my PPL Check-ride. But it wasn’t all sunshine

and rainbows – I was

feeling the butterflies, big time.

Fortunately, I would not meet my

green-tag everything I had checked. After

examiner for the first time on test day, I

one more hard think, there was nothing

had done the radio course with Dick a few

more to do at the school, so I headed to the

months earlier, and we had flown together

Morningstar clubhouse with my planning

once or twice – so that was one less item on

stowed safely under my arm in my flight-bag.

my worry list.

I plonked down at a quiet table at the

The route took us from Morningstar

back and set my bag on the table. It was

to Beaufort West: A whopping two and a

heavy; full of anything and everything I could

quarter hour trek across jagged mountains

conceivably

and featureless karoo – well, whopping

wheel guide, handbooks, extra flight-plan

for me. But as part of the test, Dick would

forms… even a digital watch set to GMT. You

give me a scenario and I would have to

get the picture.

need:

whizz-wheel,

whizz-

divert – but I didn’t know what or when. So

I completed my flight-logs, calculating

as instructed, a few days before the test I

distance, time and heading. And when it was

planned the route halfway and then took

all done and dusted, all that was left to do was wait for 13h00. I took out a book and began revising radio procedures for the oral test. Slowly, an hour passed. I looked up at the clock. I had been so uptight earlier that I hadn’t been able to get breakfast down, so I ordered a sarmie and continued revising.

The hours were painfully slow – one more slogged by, and my eyes were already tired of reading.

I spotted Dick at one of the other tables happily chatting away over lunch without a care in the world. And here I was gnawing through my nails up to knuckle level.

I did a thorough pre-flight, as usual.

N

I went back to the school to worry there instead.

Test time finally came. Strangely, I have

O use denying I was excited.

But

my

excitement

very little recollection of doing the oral test,

was

some fashion advice from Thomas: I put on

and none of what happened immediately

mixed with a full measure of

a white collared shirt, black trousers and

afterwards – I guess that’s what a straight

apprehension as the clock

shiny shoes to add the finishing touch. Now

six hours of nothing to do but worry does to

ticked down to zero. To give

I was ready.

the memory.

you a brief update of where I was; Thomas

Judgement day arrived. I was edgy. My

Anyhow, after the briefing I filed the

my instructor, and I had spent the last few

flight was booked for 14h00, but being…

flight-plan and time went back to ticking

days before the test drilling our way through

well… me, I showed up wide-eyed at 08h00

away at a normal pace.

simulated forced landings, stalls, touch-and-

sharp. It was the first mistake of many that I

goes, you name it. I had a neat 45 hours or

made on that day.

so in my logbook, and every exam passed.

I got the latest weather, then checked

There was nothing more to do.

the booking system (again) just to see if

It was time for the test.

everything was still in order and I could

34 November 2019 | www.saflyer.com

I pre-flighted the plane and stowed all my stuff. I slipped two chocolates into the side-pocket for extra energy and made sure I could reach my water.

We wanted full tanks for the flight, so I

COLUMNS

taxied over to the fuel bay, filled up and we

heading

were just about to jump in and go, when I

tolerances – which shouldn’t have been a

We finally popped out of the worst of

realised I had forgotten to sign one of the

problem. Right from the beginning Thomas

the turbulence – and at least I didn’t have

many required pieces of paper. A little

taught me to fly using attitudes and sight-

to aim one eye constantly at the altimeter.

annoyed, I hurried back to the school, up

pictures for cruise, climb, and descent. And

With both eyes comfortably looking forward

the steps, signed the bit of paper, went down

the occasional glance at the altimeter was

we passed over the Matroosberg and into

the steps, and hurried back to the plane.

normally enough to maintain accuracy. But

the desert wasteland beyond. Slowly the

Minutes remained before the filed take-

unfortunately for me and my sight-pictures,

land features dried up and it became empty.

off time. But just then I was stopped in my

the type of turbulence Dick and I were

I could see a lot less on the ground than the

tracks yet again: two planes taxied up to get

getting into threw all of that out the window…

chart said I should. I saw thick red roads

fuel, and we were in the way.

and

altitude

within

accuracy

Mountain waves.

able to fly straight and level.

winding their way over the paper, green nature reserve borders, airspace markings, and countless rivers. But when I looked

Big mountains make for big turbulence.

down at the ground all I saw were muddled mountains formlessly flowing in and out of one another in the emptiness.

According to my chart, we were to pass a few miles north of a dam near Touws River.

I looked over the right wing but still saw the same brown nothingness. Hoping to catch a sparkle or a glint of water I looked some more. Then I saw a sliver of ground, slightly darker than the rest, way off the right wingtip. I had a “Duh, you idiot!” moment as it hit me that the Cape was in a drought and the dam would be dry. I excitedly pointed the dam out to Dick, and flew on.

In retrospect, there were bucket-loads

Things were piling up.

The wind that poured over the ridges

of things that I would’ve done differently

Hot and bothered, I helped Dick push

created huge waves of up-going and, on the

if I could do it again: from technical points

the plane across the apron and got in. I

leeward side, down-going air–sometimes

to plain old common sense things; like not

collapsed into the seat red in the face and

crested by lenticular cloud. The waves were

showing up six hours before my test with

in a huff – with the shoulder-strap buckles in

invisible to the eye, but not to the stomach.

nothing to do. Now that we were in the air

my back, but I didn’t care. I hadn’t even got

As we flew into them, an updraft shoved me

and had left those problems on the ground,

off the ground yet and already we were off

down in my seat, so I counteracted firmly

things were better – or at least I felt better.

to a bad start. I activated the flight-plan and

with the stick and held altitude. But then a

Having crossed the mountains and found

started up.

minute later it switched and thrust us down.

the dam I was mighty pleased with myself.

I took off at last from Runway 20, noted

This time I added power vigorously and

But the PPL Check-ride isn’t sunshine

the takeoff time, and turned east onto

pitched up for climb just to maintain altitude.

and rainbows. As far as the test was

heading. I picked my aiming point in the

Then we hit another updraft. All my careful

concerned, I think Dick was just getting

Limietberge and got settled in (as much as

fuel and time planning was out the window.

started.

one can on a check-ride) for the long flight

My attention was focused on the altimeter –

ahead.

it had to be; I didn’t want to fail for not being

More on that next month.

j

As the first line of mountains loomed up in front of us, Dick suggested that instead of going straight over them, I should

I finally spotted the then dry dam.

approach at a 45 degree angle, which reduces the climb rate required and, if we hit bad turbulence, it would only be a 90 degree turn to get out of it. We passed over the mountains with no problems and were now heading about five miles or so south of Ceres, past the Matroosberg.

That was when we entered the tumbledryer.

The test requires that you maintain

35 www.saflyer.com | November 2019

REGISTER REVIEW: RAY WATTS

SEPTEMBER 2019 A total of thirteen TCA aircraft were registered this month; some of these are new to us but three are aircraft that have returned to the register after being registered elsewhere.

was never used – the Tiger was determined to be uneconomical to rebuild and it remained as SAAF 2325 until scrapped.

There is a new Nimbus 4D glider for Jonker Sailplanes and another Pilatus PC12/47E NTCA registrations are surprisingly quiet with only two aircraft registered this month. I’m wondering if the backlog of paperwork at the CAA since they took over RAASA is behind this very low number of registrations.

Another twenty-eight drones have been registered.

ZS-CMF returned from Sudan.

The export of valuable aircraft assets continues, our aircraft are going all over the world. Twelve TCA aircraft have left our shores this month; one went to Ireland, one to the Bahamas and quite a few into Africa, including Jim Davis’s favourite Piper Colt ZS-CBN (Charlie

Ray Watts

ZS-NMV exported to Bahamas.

T

WO of Cemair’s CL600s have returned from the Sudan and the third aircraft to return is a Beech 1900D which has come all the way back from New Zealand. Beechcraft King Air 200s and 1900s feature quite prominently with

two of each being registered, although one 1900 was the returnee mentioned above. One of the 1900s is notably old, being the fourth one built. One of the Cirrus SR22s to be registered, ZS-TJI, was exported to South Africa from the USA and cancelled off the FAA

Brown) which has gone to Namibia. One of our Pilatus PC12s has

register in 2011. I wonder where it’s been for the last eight years.

returned to Switzerland and one has been exported to Botswana.

Safair imported their second Boeing 737-8K5 from Nordstar this

Pick & Pay’s Lear 45 ZS-PNP has been exported to Norway.

month. It arrived at OR Tambo in the last week of September. This

The NTCA deletions see three aircraft leaving our shores with two going into Africa and a Gazelle helicopter to Jordan.

ZS-FLI exported to Switzerland.

TAIL PIECE With the demise of Thomas Cooke airlines and another few imminent closures in Europe, the all-inclusive package tour market seems to be in trouble. Thank goodness the South African airlines didn’t venture into that market.

j

Ray Watts

Summer is back – remember – NO SCUD RUNNING. ZS-RWB exported to Burkina Faso.

brings their total fleet of B737 to eighteen (ten 400 series and eight 800 series). This B737 takes up the registration that was once used for a Partenavia P64B Oscar (RSA 200) which is now ZS-VMH. The Bell 222 is getting more and more popular in this country with another registered this month. It takes up the registration of an The Beech B200, ZS-AMK takes up the registration of a Rearwin 8500 which crashed in 1938 and ZS-BMG the Beech 1900C takes the registration allocated to a Tiger Month in 1949. This registration

36 November 2019 | www.saflyer.com

Hannes Olwage

AS350BII that was exported last month.

M&N Acoustic Services REGISTER REVIEW - SEPTEMBER

Reg Manufacturer ZS- New Registrations

Type Name

Serial No

Previous Identity

Owner

ZS-AMK

BEECH AIRCRAFT CORPORATION

B200

BB-1633

A2-MCT, D-IEDI, N2345M

FREIGHTWAY LOGISTICS (PTY) LTD

ZS-BGM

BEECH AIRCRAFT CORPORATION

1900 C

UC-004

N231WW, HZ-PC2, N3078C

CALOVISION (PTY) LTD

ZS-CMF

BOMBARDIER

CL600-2B19

8037

N935EV, ZS-CMF, C-FMMN

CEMAIR (PTY) LTD

ZS-CMG

BOMBARDIER

CL600-2B19

8028

N934EV, ZS-CMG, C-FMOS

CEMAIR (PTY) LTD

ZS-FGB

BOEING AIRCRAFT COMPANY

737-8K5

27978

VQ-BDZ, D-AHFD, N35161

SAFAIR OPERATIONS (PTY) LTD

ZS-GFP

SCHEMPP-HIRTH FLUGZEUGBAU GMBH

NINBUS 4 D

6

F-CFUZ

JONKER SAILPLANES (PTY) LTD

ZS-JAY

RAYTHEON AIRCRAFT COMPANY

BEECH 1900D

UE-427

ZK-EAD, ZS-JAY, ZK-EAD, N50127

AWESOME AVIATION (PTY) LTD

ZS-REV

BELL HELICOPTER TEXTRON

222U

47559

N222UT, CS-MHA, JA9656

HENLEY AIR (PTY) LTD

ZS-TDL

PILATUS AIRCRAFT LTD

PC-12/47E

1498

HB-FST

K2014168178 (PTY) LTD

ZS-TJI

CIRRUS DESIGN CORPORATION

SR22

2533

N726SR

208 AVIAATION CC

ZS-TJJ

CIRRUS DESIGN CORPORATION

SR22

4547

N842BK

CDC AVIATION (PTY) LTD

ZS-TVO

BEECH AIRCRAFT CORPORATION

B200GT

BY-211

N255CD

DR RB DYASON (TAKPRAKTYK) INC

ZU- New Registrations ZU-BWE

MAMMEN S J

FALCON SF 25B

1411

MOMMEN S J

ZU-IPL

JABIRU

J430

632

INJ AVIATION (PTY) LTD

ZT- RPAS - New Registrations ZT-WCI

DJI

PHANTOM 4

0AXCE670B31797

ROCKETMINE (PTY) LTD

ZT-WCK

DJI

PHANTOM 4 PRO+

11UCF6E0A40520

LOOK UP PRODUCTIONS CC

ZT-WCO

DJI

MAVIC 2 PRO

298DFCH001D9G6

LOOK UP PRODUCTIONS CC

ZT-WCP

JOYSWAY HOBBY (HK) LTD

DRAGONFLY V2

201910630707W001

WREND HOLDINGS (PTY) LTD

ZT-WCR

DJI

MATRICE 210

1G9TFB9003004W

ROCKETMINE (PTY) LTD

ZT-WCS

DJI

MATRICE 210

0G0DF6C0230048

FLYCAM (PTY) LTD

ZT-WCT

DJI

PHANTOM 4

0AXCE6C0A30327

ROCKETMINE (PTY) LTD

ZT-WCU

DJI

PHANTOM 4

0AXDE3H0A20099

STARLITE AVIATION TRAINING ACADEMY (PTY) LTD

ZT-WCV

FREEFLY SYSTEMS

ALTA 8

025086

DARKWING AERIALS (PTY) LTD

ZT-WCW

DJI

PHANTOM 4

07JDE7E00101XA

FLYCAM (PTY) LTD

ZT-WCX

DJI

PHANTOM 4

0AX1F7A00S0588

VULA AVIATION TECHNOLOGIES (PTY) LTD

ZT-WCY

DJI

MATRICE 200

17SDG78013V7T3

DRONE OPS (PTY) LTD

ZT-WCZ

DJI

PHANTOM 4 PRO

0AXDE3HGA20043

STARLITE AVIATION TRAINING ACADEMY (PTY) LTD

ZT-WDA

DJI

PHANTOM 4 PRO

0AXDE340B20181

STARLITE AVIATION TRAINING ACADEMY (PTY) LTD

ZT-WDB

SZ DJI TECHNOLGY CO. LTD

PHANTOM 4 PRO+

0AXDE3D0A30727

STARLITE AVIATION TRAINING ACADEMY (PTY) LTD

ZT-WDC

DJI

MATRICE 600

EG271356232384

ROCKETMINE (PTY) LTD

ZT-WDD

DJI

PHANTOM 4

0AXDEBJ00S1961

SNA CIVIL AND STRUCTURAL ENGINEERS (PTY) LTD

ZT-WDE

DJI

MATRICE 210 RTK

17UDG6M013XB35

DARKWING AERIALS (PTY) LTD

ZT-WDH

UDS

BATHAWK

0028

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WDI

UDS

BATHAWK

0029

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WDJ

DJI

PHANTOM 3 ADVANCED

P79DDF04040662

HOMMELTEK (PTY) LTD

ZT-WDK

DJI

PHANTOM 4 PRO

0AX2F9C00S0113

SURVEYING AND RESOURCE MANAGEMENT CC

ZT-WDL

UDS

BATHAWK

0025

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WDM

UDS

BATHAWK

0027

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WDN

DJI

MAVIC 2 PRO

163DFA60014131

HOMMELTEK (PTY) LTD

ZT-WDO

DJI

MATRICE 600 PRO

M80DDK28010020

HOMMELTEK (PTY) LTD

ZT-WDP

UDS

BATHAWK

0026

UAV AND DRONE SOLUTIONS (PTY) LTD

ZT-WDR

DJI

PHANTOM 4

07DJD9P0C10658

DELTA BUILT ENVIROMENT CONSULTANT

407

54840

C-FOFB

ZTR - New Registrations ZT-RWM

BELL HELICOPTER TEXTRON CANADA

WELD-TECH TOOLONG & EQUIPMENT SOLUTIONS (PTY) LTD

ZS - Deleted ZS-CBN

PIPER AIRCRAFT CORPORATION

PA-22-108

22-9590

NAMIBIA

ZS-COH

PILATUS AIRCRAFT LTD

PC-12/45

436

BOTSWANA

ZS-FLI

PILATUS AIRCRAFT LTD

PC-12/47E

1791

SWITZERLAND as HB-FXG

ZS-HPK

BELL HELICOPTER TEXTRON

230

23034

IRELAND

ZS-JTE

CESSNA AIRCRAFT COMPANY

P206C

P206-0457

MADAGASCAR

ZS-KMK

EMBRAER S.A

EMB-135 LR

145283

CAMEROON

ZS-NMV

CESSNA AIRCRAFT COMPANY

402C

402C-0201

BAHAMAS

ZS-PNP

LEARJET INC

45

059

NORWAY as LN-AWC

ZS-RWB

AEROSPATIALE

AS 350 B3

3219

BURKINA FASO

ZS-TBR

EMBRAER S.A

EMB-120QC

120264

DRC

ZS-THM

CESSNA AIRCRAFT COMPANY

C182S

18280830

USA as N403SW

ZS-TJS

LEARJET INC

LEAR 45

45-083

USA as N830LJ

ZU - Deleted ZU-DEY

AVIATE PRODUCTS CC

RAPTOR

AR 141

NAMIBIA

ZU-GSS

MICRO AVIATION NEW ZEALAND LTD

BANTAM B22J

04-0241

ZIMBABWE

ZU-ROF

EUROCOPTER

SA-341F2

1210

JORDAN

We perform SANAS certifications on all your:

Acoustics ( eg. CEL 350 ) Vibration ( eg. Rion VA -11) Human Vibration ( eg. Quest Hav Pro) Electrical DC/LF Equipment – inhouse or on site (eg. Fluke Multimeters, Insulation Testers)

Contact: Rashid Snyders Tel: 012 689 2007 I Cell: 076 920 3070 Email: admin@mnacoustics.co.za

www.saflyer.com | November 2019

37

FEATURE NOEL OTTEN

TEA with JOCK I had just returned to my drafting board with my first cup of Monday tea, when our receptionist delivered a telegram clearly marked URGENT PRIORITY from the DCA inviting me to tea – it was actually a disguised formal demand that could not be refused. I went cold as I pondered the past weekend’s flying events – what was I in trouble for?

Noel Otten in his Tiger Moth flies past a SAAF Super Frelon. (Courtesy of Lyndal Jeffrey)

I

phoned the Division of Civil Aviation

my recently earned license being snatched

from Baragwanath but they cleared soon

immediately and got put through to

from me. Maybe it was my personal ongoing

enough. A quick refuelling at Witbank (Tiger

the DCA’s secretary. The Director of

feud with an obnoxious air traffic controller,

Moths are notoriously short of range) and we

Civil Aviation, Mr Jock Germishuys

Mr Frik Crause, who for some reason was

arrived overhead perfectly in time to find the

was unavailable, but his secretary

on a personal quest to make flying safer by

airspace clear of any traffic.

mentioned that he did want to see

grounding every possible flight he could.

Having height available it was an ideal

me urgently and that she would clear his

In his dream world ducks would only swim

time to put on my display, which I did. A

diary. We agreed on 08:00 sharp Tuesday

and walk. He disliked aviation intensely, all

dive for entry airspeed to a beautiful three-

morning at his office at the top of the

aviators generally, and it seemed - me in

quarter loop with a very slow half roll on

Proes Street building in Pretoria; across

particular. In those days there were only a

the downward 45-degree line went as well

the street from the world’s very best Italian

few air traffic controllers and not that many

as expected. Up into a stall turn followed

restaurant. I made a mental note to take my

pilots, so we were all unfortunately in this

by another slow (in a Tiger Moth they are

pilot’s logbook, license and the Tiger Moth’s

case, generally acquainted.

always slow, very slow) and tight level 180

paperwork with me. I was certain it was all

The weekend had actually been lots

degree turn for spin entry. I still had some

in good order, well as certain as one can be

of fun. I had been invited to display an

height so went for another loop, and enjoyed

when dealing with the big cheese.

aerobatic routine at Barberton. The clouds

it so much did another, up into a wingover

had prevented the planned early departure

which placed me ideally on base. I throttled

I envisaged my life-long dream of having

38 November 2019 | www.saflyer.com

PART 2 back for a slideslip landing, pulling off a

actions I had undertaken that he obviously

greaser in front of the crowd.

found offence to. I drew a blank.

He threw my license back at me, shouting as he walked away – ‘Enjoy your flight home

As I taxied in, a policeman waved

‘You think you are so clever do you

Mr Otten – assuming you don’t crash – as

me to a parking spot. As the Gypsy Major

Mr Otten! How dare you interrupt the

it will be your last if I have anything to do

coughed its end, the same policeman

Honourable Minister of Sports speech with

with it.’

filled my face; ‘Sir you must please come

your dangerous stunt. Your childish antics

So I probably should not have been

with me, the Captain wants to see you.’ I

prevented his very very very important

surprised by the telegram, and as for my

undid my uncomfortable four-point Sutton

speech from being heard Mr Otten!’

interactions with Mr Crause, this was a near

harness, followed by the parachute buckles

So finally I now knew what the major

normal occurrence, not only with me but for

and welcomed the blood flow to parts of my

indiscretion was. My thought on it was that

many other pilots. I failed to understand why

body. An unenthusiastic crowd clapped to

the crowd had come to see an airshow not

he would continue to work as a controller

signify the end of someone in a dark suit and

listen to a self-inflated ego waffle on, which

when it gave him so much stress. He seemed

black hat’s speech. I pondered what a police

explained the few around him. I kept my

to enjoy winding up his own timebombs.

captain wanted, it was usually to request to

opinion to myself.

flip some damsel he had an eye on.

Jock welcomed me in, and actually

I knew better than to engage with him, he

offered me some tea. He battled a bit with

The ever-diligent constable directed me

now was waving an off-white handkerchief

English but that in no way discounted his

to a white Saracen - a large six wheeled

to wipe the drool from his mouth. He did not,

authority. He invited me to sit at his aircraft

armoured car – before I could even be allowed to relieve myself. ‘I want to see your documents’ the taller and more senior

Noel Otten with his beloved Tiger Moth.

captain instructed. I got the impression I could give him my OK Bazaars receipt for dog food and he still would not know what he was looking at. I produced my pilots’ license from my grey flightsuit and offered a review of the other documents that were in the plane. He diligently reviewed each page, reinforcing my suspicion that he had absolutely no clue what he was looking at, or what to look for. He hid his perplexity by instructing me to wait, whilst he took my license away to the stands where the man in the hat was speaking. Eventually he returned. I asked to be allowed to go to the loo, which flummoxed the Captain who only agreed if the Constable accompanied me. I was to report right back immediately as I was apparently in lots of trouble.

On returning to the Sarasen I was met with an incandescent Frik Crause. Dread filled me. He was spitting froth as he shouted

I noticed, offer to wipe up the splatter which

carrier sized desk and then started off with a

in front of a bewildered Thompson and

reached the poor Captains face.

Given

smile in the way a father would when giving

Thompson, both not sure as to whether they

my disdain for politicians, I was secretly

advice to his favourite but slightly wayward

should arrest or protect me.

proud of my unintended achievement, even

son: ‘Noel my boy, I have broken every rule,

‘Mr Otten, have you absolutely no

more so as for the first time I exited a slow

made every possible mistake, know every

respect?’ He spat forward like an army drill

roll without losing any height. The verbal

rule in the book, I invented every lie and

sergeant finding his daughter in bed with

blitzkrieg continued for about half an hour.

half-truth story any pilot has ever told me so

one of his troops. ‘What kind of man are

‘You can be assured that I will be taking

please do not waste my time and intelligence

you? Do you think you are funny hey?’ He

this further Mr Otten. Mr Otten if I were you

by lying to me – what is your side of the

somehow had learned the impossible art of

I would start thinking about taking up a new

story’.

breathing in continuously whilst on a tirade

hobby as you will be lucky to even wash a

Jock was highly respected because he

as he never seemed to breath in between his

plane when I am finished.’ He eventually ran

was a pilot, known to be fair and probably

verbal salvos.

out of steam having covered every possible

had been there - done that. He was always

I pondered various answers that would

taint in my entire life, from well before

polite, respectful and his unusual immodest

have set off Hiroshima inside his spewing

conception and into my immediate future.

boast about having an intellect was well

cranium whilst contemplating all possible

Which if true would be bleak.

founded – he really was very perspicacious,

39 www.saflyer.com | November 2019

SA Flyer 2019|11

both as an aviator, and the head of the Directorate of Civil Aviation.

But he did not suffer fools well. His astuteness ensured a point of obtaining a detailed understanding of everything concerned with his job generally or an incident specifically; guaranteeing he was the most well-informed person in the room before any meeting. Lie to him and you would be cleaning up penguin effluent in Antarctica for the rest of a very miserable cold existence. Tell the truth and he would dispense fatherly advice and mostly a minor slap on the wrist, but God forbid you were called in a second time. He was truly tired of reviewing accident reports with their grisly photos. He had had his

Maule mx7 180a S.T.O.L | 1997 ttsn:1361

Lycoming 0-360 tbo 2000 | Sensenich propeller fix pitch Bendix king klx 135a gps com Bendix king kt 76a transponder Garmin aera 660 touch screen gps

fill of first-hand accident scenes.

I related the day’s events from my side and then to support my claims pulled out a letter from my logbook issued by the Lowveld Aero Club inviting me to demonstrate aerobatics at Barberton at 10:30, which happened to be the exact time I started my sequence.

His smile widened. He glanced through my license and the aircraft documents quickly, then looked up with a big grin ‘Mr Otten, just make sure I never see you in my office again.’

‘Yes Sir’. As I left he called out to his secretary in Afrikaans, ‘Get

Long range tanks 8.4 hours Endurance

me that idiot Crause here now. If he wastes my time again he will be

Alaskan heavy duty extended landing gear

lucky to be a traffic cop directing cars.’

Factory log books from day 1(USA)

Crause continued to be a thorn in many a pilot’s endeavours, but

Mpi due 3 2020

luckily we never crossed paths again.

R 955 000.00 no vat Call: 082 370 4622

but that did not stop me from being called to answer by Jock a further

I kept my promise as I never was called into Jock’s office again; two times. Neither of which were as funny nor amusing.

Given

the circumstances I was very lucky to have been alive to have any

j

discussion with him in both instances.

SA Flyer 2019|10

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40 November 2019 | www.saflyer.com

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ACCIDENT REPORT JIM DAVIS

TOO FAST, too many pilots?

This report was compiled in the interest of promoting aviation safety and not to establish legal liability.

Expensive damage - caused by landing too high and too fast.

SYNOPSIS The aircraft departed Wonderboom Aerodrome

(FAWB)

at

approximately

12h00Z with five occupants onboard for a flight to Sishen. After being airborne for approximately two hours they joined overhead

Sishen

aerodrome

at

2000

feet AGL (above ground level). The wind

hours. Since the inspection a further 93.6

them listing two crew is that it was a training

was assessed to be from the north-west

hours were flown.

flight. But that doesn’t fit because the PIC

and Runway 35 was elected for landing.

According to the pilot, the indicated airspeed overhead

the

The pilot executed a hard landing, which

PPL with 150 hours on type. Was someone

approximately 100 knots with the prevailing

caused the aircraft to bounce. He applied

trying to find a way of hour-building? And if

wind being from the left.

the incorrect recovery technique by allowing

there really were two crew, which one was

they

the aircraft to roll to the left and pitch down

the pilot flying during this nonsense?

encountered a sudden sink rate, the pilot

resulting in the left propeller striking the

While we are on the subject, the pilot

applied back-pressure on the control column

runway surface during the second touch

flying, and logging the hours as PIC, does

but was unable to arrest the descent and a

down.

not need to be in the left hand seat. The

before

threshold

require two crew. The PIC was a 670 hour

was

Shortly

runway

wasn’t an instructor and a Seneca doesn’t PROBABLE CAUSE

touchdown

hard landing followed, which caused the aircraft to bounce. During the bounce, the

regs simply require that if two pilots who are JIM’S COMMENTS

rated on type are in the front, the PIC must

aircraft rolled to the left and pitched down

Repeat after me five million times;

resulting in the left propeller making contact

‘aeroplanes do not bounce.’ I had to get that

with the runway surface on the second

out of the way to clear my head for the rest of

If I were their insurance company I would

touchdown.

this discussion. I will come back to it shortly.

pick up the scent of a rodent and follow it

be nominated before the flight. It matters not which seat he or she occupies.

After the aircraft was brought to a halt,

Next head clearer: Nobody goes to

to its source. I must add that I have no idea

it was taxied to the apron where the after

Sishen for fun – it’s a hot dusty mining town

what was going on, but it does no harm to

flight inspection revealed that the propeller

full of hot dusty miners. The accident report

speculate in the interests of safety. I can only

was

flight

says there were 2+3 on board. So 5 people

imagine the possible grounds for repudiation

unsafe. During an interview with the pilot

were going to Sishen on a private flight?

of claims and the amount of crap that would

he mentioned that a sudden change in wind

Really? If I was their insurer I would get my

have been flung around if anyone had been

direction might have occurred, resulting in

bloodhounds to find out who paid for the

killed.

a loss of lift once overhead the threshold,

flight.

damaged,

rendering

further

I would also ask questions about who

which was not anticipated.

The

last

MPI

(Mandatory

Periodic

Inspection) prior to the incident was certified on 19 November 2004, at 4 829.3 airframe

42 November 2019 | www.saflyer.com

was actually working the levers during this clumsy attempt at landing.

The only reasonable explanation for

Okay that’s enough of the legalities. The flying side is simple.

According to the POH the correct approach speed is 83kts at gross. And this can be reduced to 78kts when lighter. So

when this aircraft had a threshold speed roughly 20 knots faster than the correct approach speed, I can only wonder what they planning. It seems that a decent landing somewhere in the first half of the runway was not high on their agenda.

Guys and girls, we all know this, so why, oh why, is there a constant stream of aviators trying to prove that wooshing over the fence with enough extra speed to zoom to circuit height can possibly have a cool outcome?

It can’t – ever.

You wouldn’t do it in a Boeing, and you wouldn’t do it in a Piper Cub – so why the hell do it in a Seneca? And having done it and pushed the aeroplane down on to its nosewheel, got a fright, hauled the stick back and sailed into the air again, why didn’t they think it might be intelligent to smoothly take full power and go around for another more graceful attempt at alighting?

A go-around is such an elegant operation. And it elicits praise from ATCs, pilots, and even passengers when they understand why it’s happening. “Okay folks I wasn’t happy we would get a good landing off that approach, so to be safe we are going around.”

Even better, warn them of the possibility, “There is a strong, gusty wind, so if I am not happy about the landing, we will be doing a go-around.” This way you are also briefing yourself, and giving yourself permission to do it, and feel good about it.

WHAT CAN WE LEARN? • Get your legalities right. You might be able to bull-dust your pax if all goes well, but if you slip up and damage people or property it could ruin the rest of your life.

• Cross the threshold at the correct speed.

• ‘Go-around’ is not a dirty word – it’s one that the best pilots hold in high esteem.

j

AIRCRAFT ACCIDENT REPORT & EXECUTIVE SUMMARY Aircraft Registration: ZS-LTX Date of Accident: 10 March 2005 Time of Accident: 14h00Z Type of Aircraft: Piper PA 34-220T Type of Operation: Private Pilot-in-command Licence Type: Private Age: 43 Licence Valid: Yes

PILOT-IN-COMMAND FLYING EXPERIENCE: Total Flying Hours: 670.9 Hours on Type: 152.7 Last point of departure: Wonderboom Aerodrome (FAWB).

Next point of intended landing: Sishen Aerodrome (FASS). Mining town in the Northern Cape Location of the accident Runway: 35, Sishen Aerodrome METEOROLOGICAL INFORMATION: Surface Wind: ±305°/15kts gusting 25kts, Temperature: 30°C, Visibility: Good Number of people on board: 2 + 3 No. of people injured: 0 No. of people killed: 0 www.saflyer.com | November 2019

43

AN INSURANCE TAKE ON ACCIDENTS BARRY LEWIS

LOW FLYING Low flying is exhilarating and something that plenty of pilots do – or are tempted to do. Many pilots have come to grief carrying out low level manoeuvres when testosterone took over and attempts were being made to impress girlfriends.

I

Low flying at any time is dangerous and probably not covered by your insurance.

N the air force low-flying is taught

high-speed jet aircraft has at least the

low-flying; in the first case the claim was

as an exercise. The effects of

advantage that in the event of a loss of power

denied because the pilot was the CEO of the

wind drift in turns giving rise to

there is sufficient inertia to enable a speedy

insured company. In the second case the

visual illusions when flying in a

climb to a relatively high altitude from which

aircraft had been hired and the owner was

crosswind are part of the training

there is time to review options available for a

insured. However, the pilot would have been

which is not always given in such

forced landing, or in the worst case, to use

vulnerable to a subrogation claim by the

detail to civilian pilots.

the ejection seat.

insurer. Subrogation means that the insurer

In my early training days in the

When low-flying over water, a pilot has

is entitled to stand in the shoes of the owner

Air Force the lower limit of low-flying was

to look a long way forward to the horizon

and sue the guilty party in the owner’s name.

200 feet above ground level, subsequently

as depth perception is difficult over glassy

raised to 400 feet, and then varied to “don’t

water. At least two low-flying accidents have

hit the bird that was in the tree.” Of course

resulted in aircraft entering the waters of

5. “ PRIVATE PLEASURE” means use

judging the difference between 200 and 400

Vaaldam. In one case a single Comanche

for private and pleasure purposes

feet when flying over undulating ground is left

with four people on board was flying low-

but NOT use for any business or

to an imagination requiring some discretion.

level, the propeller of course being the lowest

Unseen and unmarked wires and cables,

part of the aircraft with the undercarriage

6. “ BUSINESS” means the uses stated in

not to say lightning conductors, are only

retracted. When a propeller strikes the water

Private Pleasure and use for business

some of the hazards of low flying. Something

the blades become bent, losing efficiency;

or professional purposes but NOT use

else to consider is the single piston engined

the engine mounts are possibly dislocated,

aircraft low-flying downwind, where in the

and the aircraft slows down; generally there

event of engine failure a pilot needs to be

is no option but to enter the water. In the

stated

aware that

The

aviation

policy

wordings

are

generally as follows: -

profession nor for hire or reward.

for hire or reward.

7. “ COMMERCIAL” means the uses in

Private

Pleasure

and

with a windmilling propeller

case of the Comanche, two people drowned.

Business and use for the carriage by

pulling up and turning into wind can dissipate

A later case involving a Cessna 210

the Insured of passengers, baggage

a lot of energy so that there is only time to do

resulted initially in a propeller strike which

accompanying passengers and cargo

a 180° turn into wind followed by an almost

also damaged the engine mounts, the pilot

immediate forced landing. On one occasion I

pulled up but was unable to maintain flight

was flying low-level in a Harvard over a wide

and the 210 entered the water. The three

charter or hire by the Insured to any

area of early morning mist when I realised

occupants exited via the baggage bay

person, company or organisation

that in the event of engine failure I would be

door and were rescued. The aircraft was

for Private Pleasure and Business

committed to a blind forced landing. This

subsequently retrieved but was severely

uses only, where the operation of

resulted in a speedy increase in altitude.

damaged.

the Aircraft is not under the control

Low-flying in an aerodynamically clean

44 November 2019 | www.saflyer.com

The insurance policy does not cover

for hire or reward.

8. “ RENTAL”

means

rental,

lease,

of the Insured. Rental for any other

purpose is NOT insured under this Policy unless specifically declared to Insurers and the detail of such use(s)

Many pilots is the President's Trophy Air Race take pride in low flying.

stated in Part 3 of the Schedule under SPECIAL RENTAL USES. Definitions 5, 6, 7 and 8 constitute Standard

Uses

and

do

not

include

instruction, aerobatics, hunting, patrol, firefighting, the intentional dropping, spraying or release of anything, any form of experimental or competitive flying, and any other use involving abnormal hazard, but when cover is provided details of such use(s) are stated in Part 3 of the Schedule under SPECIAL USES. My Capitalisation. Normally, for example, special insurance cover has to be obtained for the President’s Air Race to cover low flying.

Pilots often forget about the shield wire above powerlines.

Many years ago a bachelor group hired a Cherokee Six and took off on a trip into the then Rhodesia. They seemed to think that they were safely out of sight of our DCA but reckoned without the Rhodesian DCA. They proceeded to do some low-flying during the course of which they flew into a telephone line which cut through the leading edge and upper vertical stabiliser and very nearly took out the top rudder hinge.

Not at all abashed by this they carried out a temporary repair using ‘blik’ from an oil

fog had the top of the rudder counterbalance

helicopter was killed flying over a ridge and

can, which they pop riveted in position. They

strike a power line under which they were

striking an unmarked power line, the pylons

continued further on their merry way until the

attempting to pass. This caused a full rudder

of which were not visible from his point of

Rhodesian DCA caught up with them at Vic

deflection, the 182 rolled 90°, put a wing in,

impact.

Falls where the aeroplane was grounded.

crashed and burned. No one survived.

A contractor doing powerline inspections

The pilot and his passengers had to pay for

Less serious accidents involving power

in a Bell 206 flew into an 11 KVA powerline

a return flight on a commercial airline and

lines have occurred. A Cherokee 180 flying

which abnormally crossed over the very high

a retrieve party was sent up to ensure that

low near Bulwer cut a power line cable with

tension power line being inspected below it.

the Cherokee Six was airworthy before flying

the propeller. The Cherokee did not crash but

All on board the helicopter were killed and

back. The pilot could only pay a proportion of

landed in a damaged condition on a nearby

besides the burnt out wreck I have a lasting

the repair costs as predictably he was broke.

road. The pilot was suitably chastised.

memory of the scorch mark for 2 km through

Another serious encounter with wires

Years before, a Bonanza flying under

occurred near Rundu on the border of

low cloud down the Elands River valley in

Namibia and Angola when a pilot with three

the then Eastern Transvaal struck an Eskom

Crop spraying aircraft naturally have

passengers in a Piper Tripacer flew into

powerline spanning the valley. The aircraft

had their fair share of encounters with wires

a cable spanning the Kavango river and

sustained some damage but was able to

as they so frequently operate under them.

plunged into the 20 foot deep water. Two

continue to Nelspruit. In those happy days

Disruption of power supply to factories and

passengers drowned.

the Bonanza was repaired for less than

mines can result in expensive third-party

R10,000, and Eskom claimed the huge sum

claims being lodged against the aircraft

of R4000 for damage to the cables.

owners and/or operators.

A later accident occurred in the Orange River near Upington when the pilot flying a Seneca low-level along the river flew into

As the years have passed better marking

power lines supplying a farmer’s pump. The

of power lines has occurred, but they are not

aircraft crashed into the river and the pilot

always easily seen depending on lighting

was killed.

conditions.

In an accident involving a Cessna 182

the veld where the 11 KVA earth cable heated up as the power shorted.

WHAT CAN WE LEARN? Enjoy your flying but don’t let testosterone get away with you.

Helicopters, because they do so many

in Namibia, a pilot and his two passengers

low-level

operations,

are

particularly

flying low-level under early morning coastal

vulnerable to striking obstacles. A pilot in his

Low level visual perception changes the faster you fly, and there is a doughnut shaped

j

blur zone at 90 degrees to the line of flight.

45 www.saflyer.com | November 2019

FUEL TABLE www.sv1.co.za

SA Flyer 2019|11

Fuel Prices Fuel Prices as at 02/09/2019 as at 02/09/2019 Pri cesPri i nclude ces i nclude VAT but VAT exclude but exclude any servi anyceservi feesce fees Ai rfi eld Ai rfi eld Avgas Avgas Jet A1Jet A1 Baragwanath Baragwanath R 22,00 R 22,00 Beaufort Beaufort West West R 23,65 R 23,65 R 17,90 R 17,90 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontei Bloemfontei n n R 17,83 R 17,83 R 11,27 R 11,27 Brakpan Brakpan R 21,50 R 21,50 Brits Brits R 20,10 R 20,10 Cape Town Cape Town R 23,32 R 23,32R 9,88R 9,88 EaglesEagles Creek Creek R 21,40 R 21,40 East London East London R 18,83 R 18,83 R 12,54 R 12,54 ErmeloErmelo R 19,55 R 19,55 Fi santekraal Fi santekraal R 21,80 R 21,80 Fly-In Fly-In R 19,20 R 19,20 Gari epGari Dam ep Dam R 21,60 R 21,60 R 16,00 R 16,00 George George R19,69 R19,69R12,28 R12,28 Graaf Rei Graaf netRei net No Fuel No Fuel Avbl Avbl GrandGrand Central Central R 19,95 R 19,95 R 14,84 R 14,84 Ki mberley Ki mberley R 17,83 R 17,83 R 11,27 R 11,27 Kitty Hawk Kitty Hawk R 22,50 R 22,50 Klerksdorp Klerksdorp R 21,64 R 21,64 R 14,32 R 14,32 Kroonstad Kroonstad R 19,85 R 19,85 R 14,61 R 14,61 KrugerKruger Intl Nelspruit Intl Nelspruit R 19,80 R 19,80 R 13,65 R 13,65 Krugersdorp Krugersdorp R 19,95 R 19,95 LanseriLanseri a a R 21,28 R 21,28 R 14,93 R 14,93 Margate Margate R 21,90 R 21,90 R 15,35 R 15,35 Morningstar Morningstar R 20,45 R 20,45 Mosselbay Mosselbay R 22,90 R 22,90 R 16,65 R 16,65 Nelspruit Nelspruit R 22,77 R 22,77 R 13,80 R 13,80 Oudtshoorn Oudtshoorn R 20,28 R 20,28 R 14,41 R 14,41 Parys Parys R 19,80 R 19,80 R 12,85 R 12,85 Pietermaritzburg Pietermaritzburg R 22,60 R 22,60 R 14,40 R 14,40 Pi etersburg Pi etersburg Ci vi l Ci vi l R 21,50 R 21,50 R 13,40 R 13,40 Port Alfred Port Alfred R 23,17 R 23,17 Port Elizabeth Port Elizabeth R 21,85 R 21,85 R 15,87 R 15,87 Potchefstroom Potchefstroom R 21,85 R 21,85 R 15,87 R 15,87 Rand Rand R 19,90 R 19,90 R 14,38 R 14,38 Robertson Robertson R20,80 R20,80 Rustenberg Rustenberg R 19,78 R 19,78 R 13,80 R 13,80 Secunda Secunda R 21,28 R 21,28 Skeerpoort Skeerpoort *** Customer *** Customer to collect to collect R 17,55 R 17,55 R10,60 R10,60 Springs Springs R 21,50 R 21,50 Stellenbosch Stellenbosch R 22,65 R 22,65 Swellendam Swellendam R 20,70 R 20,70 R 13,00 R 13,00 TempeTempe R 22,49 R 22,49 R 14,25 R 14,25 Ultimate Ultimate Heli (Midrand) Heli (Midrand) *** *** R 20,95 R 20,95 R 14,00 R 14,00 Upington Upington R 18,37 R 18,37 R 11,52 R 11,52 Vereeni Vereeni gi ng gi ng R 20,31 R 20,31 R 13,01 R 13,01 Vi rgi niViargi ni a R 21,85 R 21,85 R 15,22 R 15,22 Welkom Welkom R 18,86 R 18,86 R 14,61 R 14,61 Wi ngsWi Park ngsELPark EL R 19,90 R 19,90 Witbank Witbank R 20,10 R 20,10 Wonderboom Wonderboom No Fuel No Fuel Avbl Avbl Worcester Worcester R21,00 R21,00 *** Heli *** copters Heli copters only only

Tel: +27 14 576 2522 Ina: +27 82 553 9611 Email: aviation@sv1.co.za Marina: +27 82 924 3015

GPS Co-ordinates: S25°50’37 E27°41’28 Import/Export no. 21343829

Fuel Prices Fuel Prices as at 02/10/2019 as at 02/10/2019 Pri cesPri i nclude ces i nclude VAT but VAT exclude but exclude any servi anyceservi feesce fees Ai rfi eld Ai rfi eld Avgas AvgasJet A1Jet A1 Baragwanath Baragwanath R 22,00 R 22,00 Beaufort Beaufort West West R 23,60 R 23,60 R 17,90 R 17,90 Bethlehem Bethlehem R 21,97 R 21,97 R 15,62 R 15,62 Bloemfontei Bloemfontei n n R 17,84 R 17,84 R 11,82 R 11,82 Brakpan Brakpan R 21,50 R 21,50 Brits Brits R 19,90 R 19,90 Cape Town Cape Town R 24,18 R 24,18R 9,73R 9,73 EaglesEagles Creek Creek R 21,40 R 21,40 East London East London R 18,83 R 18,83 R 12,52 R 12,52 ErmeloErmelo R 19,55 R 19,55 Fi santekraal Fi santekraal R 21,70 R 21,70 Fly-In Fly-In R 19,20 R 19,20 Gari epGari Dam ep Dam R 21,60 R 21,60 R 15,50 R 15,50 George George R20,56 R20,56 R12,56 R12,56 Graaf Rei Graaf netRei net No Fuel No FuelAvbl Avbl GrandGrand Central Central R 19,95 R 19,95 R 14,84 R 14,84 Ki mberley Ki mberley R 18,12 R 18,12 R 11,96 R 11,96 Kitty Hawk Kitty Hawk R 22,90 R 22,90 Klerksdorp Klerksdorp R21,64 R21,64 R14,80 R14,80 Kroonstad Kroonstad R 19,27 R 19,27 R 13,40 R 13,40 KrugerKruger Intl Nelspruit Intl Nelspruit R 19,80 R 19,80 R 13,65 R 13,65 Krugersdorp Krugersdorp R 19,95 R 19,95 LanseriLanseri a a R 21,62 R 21,62 R 15,13 R 15,13 Margate Margate R 21,90 R 21,90 R 15,35 R 15,35 Morningstar Morningstar R 19,90 R 19,90 Mosselbay Mosselbay R 23,05 R 23,05 R 16,42 R 16,42 Nelspruit Nelspruit R 22,77 R 22,77 R 13,80 R 13,80 Oudtshoorn Oudtshoorn R 19,80 R 19,80 R 14,41 R 14,41 Parys Parys R 18,95 R 18,95 R 13,05 R 13,05 Pietermaritzburg Pietermaritzburg R 22,20 R 22,20 R 14,70 R 14,70 Pi etersburg Pi etersburg Ci vi l Ci vi l R 20,10 R 20,10 R 13,60 R 13,60 Port Alfred Port Alfred R 23,17 R 23,17 Port Elizabeth Port Elizabeth R 22,70 R 22,70 R 16,65 R 16,65 Potchefstroom Potchefstroom R 18,95 R 18,95 R 13,05 R 13,05 Rand Rand R 20,69 R 20,69 R 14,65 R 14,65 Robertson Robertson R20,80 R20,80 Rustenberg Rustenberg R 19,78 R 19,78 R 13,80 R 13,80 Secunda Secunda R 21,28 R 21,28 Skeerpoort Skeerpoort *** Customer *** Customer to collect to collect R 16,70 R 16,70 R10,78 R10,78 Springs Springs R 21,50 R 21,50 Stellenbosch Stellenbosch R 21,75 R 21,75 Swellendam Swellendam R 21,00 R 21,00 R 13,00 R 13,00 TempeTempe R 22,49 R 22,49 R 14,25 R 14,25 Thabazimbe Thabazimbe NEW NEW R 19,45 R 19,45 R 13,55 R 13,55 Ultimate Ultimate Heli (Midrand) Heli (Midrand) *** *** R 20,10 R 20,10 R 14,20 R 14,20 Upington Upington R 18,70 R 18,70 R 12,54 R 12,54 Vereeni Vereeni gi ng gi ng R 20,63 R 20,63 R 13,63 R 13,63 Vi rgi niViargi ni a R 21,85 R 21,85 R 15,22 R 15,22 Welkom Welkom R 19,27 R 19,27 R 13,40 R 13,40 Wi ngsWi Park ngsELPark EL R 19,90 R 19,90 Witbank Witbank R 20,10 R 20,10 Wonderboom Wonderboom No Fuel No FuelAvbl Avbl Worcester Worcester R21,90 R21,90 *** Heli *** copters Heli copters only only

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SA Flyer 2016|11

• • • • •

AERONCA SEDAN

15AC

The Aeronca Sedan has a huge cabin and great handling.

48 REPORT: CYRIL SHAND IMAGES: JUSTIN DE REUCK November 2019 | www.saflyer.com

FLIGHT TEST

70 Years in Africa

The Aeronca Sedan is one of those rare classics, appreciated by those in the know. A direct competitor to the Cessna C170, it does almost everything better, with a wonderfully spacious four-place cabin and a fabulous wing that likes to fly slow so well it doesn’t need flaps. www.saflyer.com | November 2019

49

HISTORY

The tailwheel was steerable. The engine chosen was the 145hp, six

The year is 1946, World War 2 is over and the American

cylinder, Continental C145-2 or O-300-A, both engines being similar

aviation industry is anticipating a boom in aircraft sales. By the end

except the latter had the option of a vacuum pump fitment. The

of the war 193,440 pilots had graduated from the Army Air Force

Franklin 6A4-165(150)-B3 was also approved for installation.

advanced flying schools and the majority of those that made it back

Like many of the earlier planes of that era, the Sedan was

were demobilised by the end of 1946. The American economy was

designed without flaps. There is a story that the designers left off the

booming and returning airmen were a huge potential pool of aircraft

flaps as they wanted to keep the wings simple so they could fold for

buyers.

easy trailering, but this idea was abandoned when it was discovered

All the major general aviation aircraft manufacturers were looking

that the tail feathers were too large for road trailering. But the decision

at getting a slice of this market. These aircraft manufacturers had all

against flaps probably had more to do with cost, similarly for putting

been producing two place trainers for civilian and military use prior

a door on only the co-pilots side. The Sedan sold for $4,795 in 1948.

to and during the war, but a new market for a reasonably priced four

By comparison the Cessna 170, equipped with the same Continental

place family aeroplane was anticipated. The major contenders were

O-300-A engine, sold for $5,475.

the Cessna 170, PA-14 Family Cruiser, Stinson 108, Taylorcraft 15 and the Luscombe 11A Silvaire Sedan.

The Sedan was also available in seaplane and ski configurations.

Despite being well rated and outperforming its opposition, the

The Aeronautical Corporation of America (Aeronca) was also

Sedan was not a huge seller and after producing 561 examples the

a contender as they had been manufacturing planes, engines and

Aeronca company ceased aircraft production altogether in 1951,

components since 1928. They had a number of successful designs

having produced a total of 17,408 aircraft in 55 models. The company

under their belt including the 7AC Champion and the 11AC Chief.

still exists today as part of Magellan Aerospace and produces

The Aeronca designers came up with a design where the airframe and empennage are of welded metal tubing with wooden formers and

components for aerospace companies like Boeing, Lockheed, Airbus and Northrop Grumman.

longerons, covered in fabric. The strut braced wings were all metal.

The Aeronca type certificates have, since 1954, been owned

This was unusual and the opposite of Cessna’s C170’s fabric covered

variously by Champion Aircraft Company, Bellanca Aircraft Company

wings and metal fuselage. Also unique to the Sedan were the single

and once again Champion Aircraft Company. Derivative designs like

piece metal wing struts.

the Citabria and the Decathlon come out of this stable. The Sedan

The Sedan’s landing gear was conventional taildragger with

type certificate is now owned by Burl’s Aircraft Company of Alaska.

bungee cords on the main gear and tailwheel for shock absorption.

The company holds many STC’s for the Sedan as well as an engine

Instrument panel largely original - with avionics almost as old as the plane.

50 November 2019 | www.saflyer.com

upgrade to the ubiquitous Lycoming O-360 which makes the aircraft a great performer.

Burl’s is now producing an out of the box New Sedan which sells for $ 345,000 and is marketed as the AeroSedan (Rogers 15AC Sedan).

The Sedan was designed for sparkling performance with STOL characteristics and easy handling. The interior is huge with lots of space for rear passengers on a bench seat and plenty of space for luggage. The Sedan proved to be a dependable, rugged and easy to maintain aeroplane. Amazingly of the 561 built it is estimated that about 260 remain in flying condition, an astonishing achievement considering that they are all in the region of 70 years old. Most of the remaining aircraft are in the United States with the majority of these in Alaska where they do duty as bush or float planes. Many have been re-engined

Overhead crank for trim is an important pre-takeoff check item.

Venturi tube replaces vacuum pump.

with the Lycoming O-360-1AF6 engine.

There are six flying examples in Europe a dozen or so in Canada and possibly a few in South America. There is only one example in Africa.

The first thing you notice is the size of the plane Large wing is metal covered and has no flaps.

There have been a few Sedans that have a notable place in history. In 1949 a Sedan known as “Sunkist Lady” was chosen for an endurance flight out of Fullerton Airport California. Piloted by Bill Barris and Dick Riedel the plane flew from Fullerton on 15 March 1949 to Miami Florida where, forced by bad weather, they circled for fourteen days before returning to Fullerton. The craft was replenished by making low passes over vehicles travelling up and down airport runways and passing fuel and food to the pilots. Having reached Fullerton, the pilots circled the airport until they had spent 1,008 hours (42 Days) in the air.

The record was short lived and another Sedan, the “City of Yuma” out of Yuma Arizona took off on 24 August 1949 and

record for endurance flying is held by a C172

A famous bush pilot, Don Sheldon,

went on to fly for 1,124 hours (47) days

“Hacienda” which took off from McCarran

flew a Sedan out of Talkeetna Alaska. Don

without landing. This aircraft now has pride

Airport Las Vegas on 4 December 1958 and

pioneered the technique of glacier landings

of place at the City Hall in Yuma. The current

flew for nearly 63 days.

on Mount McKinley (Denali). One great

51 www.saflyer.com | November 2019

late production model, into the country but we do know it received its CofR No.1555 on 11 July 1949 and received the letters ZS-DDA. No US registration is known for it and none may have been allocated.

It had the standard late model colour scheme of Santa Fe Red and Tuscan Cream. Early owners of the aircraft were Pat McClure, The Langeveld Sisal Farm and TC Lochner of “Mortimer” near Cradock. The aircraft was also based at Paulpietersberg and Utrecht. It then went to ED van der Walt of Venterstad. At some point the aircraft was exported but by 1967 it was back on the SA register as ZS-EUP. Continental's smooth 145 hp 6-pot 0-300 drives a fixed pitch metal prop.

Sometime after that the aircraft was boxed and spent the next 40 years in storage. On 30 May 2003 it was registered ZU-DAY but had to spend another seven years in the box until in 2010, Hugh Hodgson of Midcoast Air in Margate bought the plane and did a ground-up refurbishment. In August 2013 ZU-DAY took to the air again for the first time

Tube and fabric empennage has strut bracing.

in 40 years.

The aircraft is now based at Morningstar airfield Cape Town and is flown regularly.

WALK AROUND The first thing that you notice when you do a walk around is the size of the plane. The wing is huge, and the NACA 4412 aerofoil section looks like it means business.

The empennage has graceful lines and a large cross section. The fuselage, in keeping with the wings and tail is large in cross section and width. As mentioned, there are no flaps. The plane weighs in at 560 kg which means it can be manoeuvred around the hangar by one person but a tailwheel dolly makes life much easier.

The Sedan originally came with Goodyear disc brakes story about him is the rescue of four Army scouts who had managed to get themselves stranded in the middle of Devil’s Canyon on the Susitna River. Their boat had been smashed when they entered the canyon and they had managed to cling onto a ledge on the canyon wall. They were in terrible shape with no means of rescue.

Sheldon landed the Sedan upstream of the gorge and allowed it to ride the raging waters down whilst facing the aircraft upstream with the engine used for stability. On reaching the scouts he rescued one and floated down river until the water was calm enough to do a down river take off.

He repeated this until all four had been saved. His story “Wager with the Wind: The Don Sheldon story” makes for an excellent read.

ZU-DAY Back to 1949 and the importation of the only Aeronca Sedan into Africa.

Post WW2 Haller Aviation were the Aeronca agents, operating out of East London, Port Elizabeth and Grahamstown. Haller amalgamated with Sharwoods Flying services to form Southern Aviation (Pty) Ltd in Port Elizabeth. In addition, Fichardt’s Motors of Bloemfontein also advertised Aeroncas and Ercoupes as part of their product line.

It is not clear who imported Sedan c/n 14AC-415, a

52 November 2019 | www.saflyer.com

with the toothed, free floating discs. They were pretty hopeless and spares expensive and difficult to source.

They were replaced with a set of Grove disc brakes which are great. I know some of the greybeard experts reckon you should be able to handle a taildragger without brakes but for me it makes no sense to add an extra ingredient into the ‘no groundloop’ pot, especially at Morningstar, where a taildragger already needs constant attention.

Getting into the aircraft is done from the right, via a step in front of the single wing strut. The large door makes getting in and out relatively easy. Both front seats are rail mounted for pedal distance adjustment.

The interior is spacious with plenty of headroom, no need to pull the pip off your cap in this plane. Both front seats tip forward to allow entry to the back bench. Another thing you notice on sitting in the front seats is the forward view is unusually good for a taildragger. This makes taxiing a lot simpler than some short coupled taildraggers.

The instruments are standard six pack and the radios are 1960’s vintage. It also has a VOR with DME which must have come with the radio stack at some point in its career. Fuel gauges are sight gauges in the wings. A recent addition has been a round 2.5 inch Fuel Flow meter from MGL which, although not in keeping with a classic aircraft, makes a world of difference to fuel planning accuracy. I can now plan fuel burn in litres rather than gallons per hour and

know at any time how much fuel is in each tank down to the last

Morningstar’s legendary two zero rotors with ease. Power off

litre. The MGL fuel flow meter is where the ammeter is in the

and trimmed, it descends at 400 fpm at 60 knots. Anything

photo of the instrument panel, above the engine gauge. I have

more than 60 and it will carry on flying in the flare. As mentioned

just swopped out that engine gauge as well, also for an MGL

previously there are no flaps but because of the large side area

3,5 inch engine monitor. I swopped it out because I couldn’t

of the fuselage it slips very easily.

get spares for the current one – which also wasn’t original – it

It has no preferences as to the type of landing so I do both

sported a Cessna logo! The MGL has so many more functions

wheelers and three pointers. For wheelers I bring it in at 65

on it and was reasonably easy to install. It shows the importance

knots and 1,200 rpm. At the correct speed it will stop in 150 m

of allowing modern instruments into vintage aircraft.

with no wind. Having a good view over the cowl really helps to keep on the centreline. That being said, like all conventional

FLYING THE SEDAN

geared aircraft, it has to be flown all the way to the hangar.

Start-up is pretty standard for a carburetted Continental. No primer, so it’s mixture full rich, four slow pushes on the throttle

FUN FLYING

to full rich, then 20 mm open. Master on, mags on, then the

As part of a group from Morningstar Flying Club, I recently

usual three-handed start, yoke back with left hand, throttle with

took it up to the annual Uis flyaway in Namibia. We routed

right hand and pull the starter toggle with your other hand.

Morningstar, Upington, Oranjemund, Lüderitz, Sossusvlei,

It normally starts on first crank after a few prop turns. Twelve

Swakopmund, Uis, Eros, Upington and home. It was 28 hours

hundred RPM, lean mixture and check T’s and P’s. Not leaning

of flying and the Aeronca handled it like a lady, burning 28 litres

the mixture for taxi will give you fouled plugs on the bottom jugs.

of fuel an hour. It isn’t the right plane to take on a rushed trip, on

They are cleared easily enough with a lean run-up but it’s better

all the legs we arrived last, but I am sure we observed a lot more

to lean aggressively on taxi.

of the surroundings than everyone else and the beers were still

Taxiing is easy as the view over the cowl is good and the tailwheel is steerable.

cold when we arrived at the destinations.

ZU-DAY, also known locally as ‘DAYZEE’, is now becoming

There is not a lot to do pre-take off: no fuel pumps or flaps.

a regular fixture at Cape Town fly-aways and we are doing some

One thing that is critical is centring the trim as landing trim is

great exploring of the numerous lesser known landing strips in

not a good idea for takeoff as its pretty powerful and will need

and around the Western Cape.

plenty of forward yoke if not properly set. Run-ups are standard.

j

On the runway, line up straight, throttle forward smoothly, count two crocodiles and stick forward. The tail comes up easily,

Sturdy tailwheel is connected directly to rudder.

four more crocodiles and it flies itself off at about 50 knots. This is usually about 180 m from the threshold. Speed builds to 60 knots and we climb away at a leisurely 550 fpm. It becomes immediately apparent that this aeroplane is very stable and the controls are heavy compared to modern light aircraft. In straight and level flight and properly trimmed, it flies hands off with just a touch of a rudder pedal now and then to keep on point.

ZU-DAY has a cruise prop. I looked at tweaking it a bit to get a bit more climb rate but it would have been at the cost of some cruise speed, so I decided to live with the leisurely climb rate.

We had no problem climbing out of Eros on a hot day with full fuel and luggage. We just didn’t hurry it.

At 2,450 RPM the ASI will settle at 95 knots true, burning about 30 litres per hour. The C145 is a low compression engine so should be happy with forecourt fuel in South Africa. I tried it for a while but my AMO complained of fouling and dirty plugs, so I reverted to 100LL Avgas with which it is very happy.

Aftermarket disc brakes a nice to have - but not essential given its low landing speeds.

The controls are nicely harmonised. There is very little adverse yaw in the turn and a touch of rudder keeps the ball in the centre. Power off stalls are a breeze and the wing gives a shudder at 40 knots indicated with no wing drop.

When I did my tailwheel endorsement on it I was worried that I would struggle to find an instructor rated on type but, surprisingly, through CAA, we did find a few people who had ratings, most likely from way back when. The instructor I used was adamant the Sedan is the most docile taildragger he has ever flown.

Landings are of course still typical tailwheel, but because of the large wing, it stays stable in the descent. It even handles

53 www.saflyer.com | November 2019

Floats are a popular option - especially in Alaska.

1948 AERONCA SEDAN Engine make/model: Continental C-145, 6-cylinder

Seating capacity: 4

Horsepower@rpm@altitude: 145@2700@SL

Cabin doors: 1

Horsepower for takeoff: 145

Baggage capacity (lbs.): 120

Fuel type: 100LL Propeller type/diameter: McCauley Fixed Pitch

PERFORMANCE

Landing gear type: Conventional

Cruise speed (kts.):

Gross weight (lbs.): 2050

75% power @ 2,000 ft.: 120

Empty weight, std. (lbs.): 1050

65% power @ 2,000 ft.: 105

Useful load, std. (lbs.): 900

Max range (w/ reserve) (nm):

Payload, full std. fuel (lbs.): 684

75% power @ 2,000 ft.: 430

Usable fuel, std. (gals.): 36

Fuel consumption (gph):

Wingspan: 37 ft. 6 in.

75% power @ 2,000 ft.: 8,8

Overall length: 25 ft. 3 in.

Estimated endurance (65%) (hrs): 4

Height: 7 ft.

Vs (kts.): 53

Wing area (sq. ft.):

216,4

Vso (kts): 45

Wing loading (lbs./sq. ft.): 9,47

Best rate of climb (SL fpm): 570

Power loading (lbs./hp.): 14,1

Service ceiling (ft.): 12,400

Wheel base (in.): 84

Takeoff ground roll (ft.): 500

Wheel size (in.): 6.00 x 6

Landing ground roll (ft.): 1300

54 November 2019 | www.saflyer.com

WASSUP

The TRAC’s landing-gear simulator has a mock gear lever and lights for the student and a configuration switch on the right side of the center console for the instructor to set up system-fault situations.

NEW CIRRUS TRAINER Cirrus says the TRAC is crafted with reliability, durability and economy in mind to meet the rigors

of

operations,

high-tempo while

industry-leading

flight

providing

safety

and

performance for both the pilot trainee and flight instructor.

OWEN HECKRATH

B

ASED on the Lycoming IO-390-

To match the training role, the normally

powered SR20, the TRAC will

luxurious interior of the SR20 is replaced by

include a Garmin Perspective

a durable all-weather floor liner and easy to

flight deck with an airline-style

clean wear-resistant seats. The base price

FMS keyboard for data entry. In addition, the TRAC will have a landing gear simulator

for the TRAC is US$409,900.

“Our commitment to flight training goes

system that will teach the student the

far beyond innovation in aircraft design to

ways of the retractable gear without the

include a unique approach to attracting

airplane actually needing the equipment. A

and training future generations of aviators,”

small switch on the right side of the centre

said Zean Nielsen, CEO at Cirrus Aircraft.

console will allow the instructor to set up

“The TRAC Series delivers a 21st century

system-fault scenarios for the student to

solution for world-class, forward-thinking

work through.

flight training institutions.”

j

55 www.saflyer.com | November 2019

Market PLACE ENQUIRIES: dan@saflyermag.co.za STUDENT/PILOT ACCOMMODATION

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SA Flyer 2019|11

JABIRU J170 FOR SALE VIRGINIA AIRPORT

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1980 CESSNA 210N TURBO

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Purchased Aug 2013 / One owner Airframe TTSN: 114 hrs Engine: Jabiru 2200cc, four cylinder, TTSN: 27 4 hrs, VFR-equipped panel with extras, e.g. iPad Mini, Garmin 296, fuel management system, leather interior, wing tanks 130 litres, 8.5 hr endurance, electric flaps, STOL wings, Jabiru HP prop, cruise at 105 kts

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SA Flyer 2016|03

• Headsets • Intercoms • Transceivers • Garmin GPS • Maps • Books • Software • Pilot Shirts • T-shirts • Caps • Sunglasses • Goggles • Jeppesen • ASA Products

TTSN 5183 hrs; Engine: Continental 341 hrs; Prop: Mc Cauly 341 hrs; 3 Axis Auto Pilot; 2 GPS, 2 VOR, 2 Radios, Navcom ILS/ADF/C Transponder; Engine Monitoring System; 1059 engine hrs left next major. Please Call: Shannon 073 233 0855 | Email: degleek@gmail.com

SA Flyer 2019|02

Bosbok ZU-ADA FOR SALE

Airframe Hours: 3996.0 hrs; Engine Hours 129-65. Price: R750 000 + VAT CONTAC T M ELON Y VA N RO OY E N O N 01 1 92 2 1 3 61 OR OT TO@ P IX IE.CO.Z A FOR FURTHER IN FORM ATION.

56 November 2019 | www.saflyer.com

MAINTENANCE / REFURBISHMENT & AVIONICS FEATURE

57 www.saflyer.com | November 2019

SUPPLEMENT INTRODUCTION

AIRCRAFT & AVIONICS MAINTENANCE & REFURBISHMENT The pleasure – albeit transient – of owning a brand spanking new aircraft has become exponentially more expensive and thus out of the reach of many. The benefit of this for South Africa’s thankfully still deep repository of skills in aviation maintenance is a thriving industry refurbishing old aircraft.

I

King Air range in particular, but also handle Cessna Caravans and Piper Cheyennes.

The engine upgrade that put Blackhawk on the map is its Beechcraft King Air 200 engine replacement. Blackhawk offers no less than three engine upgrade packages for King Air 200s. The three upgrades are the XP42, XP52 and XP61 and they all generate important performance and savings benefits, yet each package has distinctive characteristics to benefit specific flight requirements and profiles.

Some of

the key benefits include: an increased rate T is not uncommon to find 60 year old airframes being refurbished to genuinely better than new condition, thanks

to

engine

improvements

Better than new - the Garmin G1000 retrofit on a King Air B200 integrates all flight information, navigation data, communications, TAWS, traffic and engine data.

and in particular updated avionics.

The more so since ‘glass cockpit’ instrumentation has become more

affordable and easy to install – even in type certified aircraft.

The refurbishment industry has made it possible to own 60-year old aircraft that are as good as new. With a lot of added sexy new avionics kit, such as terrain avoidance systems that a 1966 C182 would have lacked because those systems had not yet been invented.

These days a reasonably preserved used Cessna 182 with perhaps a midlife engine can be bought for around R1 million –

between a good and poor AMO is very

which is almost a tenth of the price of a new

noticeable in terms of aircraft availability

plane. Not only have you saved R9 million but

and reliability. This was evident when we

your insurance premiums are much lower. Of

switched from the Rand Airport based agents

course, maintenance will be a bit – but not

to Ferreira Aviation in Bloemfontein.

that much – higher. And this is where a good AMO comes in. SA Flyer owned a Cessna

ENGINE UPGRADES

182 ZS-FPI for around seven years and then

The leader in engine upgrades to the

a complex turbocharged retractable Piper

ubiquitous turboprops that are so popular

Saratoga ZS-OFH for four years. What we

in Africa is Blackhawk. This company has

learned is that the differences in maintenance

specialised in upgrades to the engines of the

58 November 2019 | www.saflyer.com

of climb, higher single engine service ceiling and faster cruise speeds resulting in reduced time on airframe and engines and higher resale value (according to Vref).

Blackhawk’s

XP52

engine

upgrade

exchanges the B200’s original PT6A-41 or PT6A-42 engines for factory-new Pratt & Whitney PT6A-52 engines. No major airframe modifications are required and there are some key benefits for Africa’s hot and high operations: the increased maximum

Blackhawk engine upgrades have been a huge success with African operators.

operating ITT to 820° C with an improved

candidates for an avionics upgrade.

horsepower flat rating of more than 1346

Particularly popular are STCs for the

shp enables it to reach higher altitudes

installation of the industry standard

more quickly, fly higher and faster which

Garmin G1000 suite and for those

reduces specific fuel consumption. It

aircraft that have the performance – the

is calculated that this typically saves

installation of altimetry to meet RVSM

US$38,000 per year in reduced operating

requirements.

costs.

Specialist avionics installers such as

Bizjets, which tend to age quicker due to higher utilisation and

Century Avionics at Lanseria pioneered

faster

the installation of the industry standard

obsolescence due to jet engine designs

Garmin G1000 into King Air 200s and

becoming more fuel efficient, are excellent

these have now become a very popular

candidates for refurbishment. This is

upgrade across the industry. Typical

particularly evident in the upgrading of

installations include a dual air data

older airframes such as the HS125-400

attitude heading reference system, dual

with modern high-bypass fan jets.

PFDs, a centre MFD with moving map,

Even the basic jets with OEM fanjets

FMS, nav/coms and WAAS GPS, radar

such as Cessna’s Citation 501-SP are

display, and a pedestal-mounted FMS

able to benefit dramatically from engine

keyboard. Popular too are electronic

upgrades. New engines such as the

engine instrument displays and a battery

Williams FJ44-2As, which put out 2,300

powered all-in-one standby PFD.

pounds of thrust per side, provide a much

A

typical

avionics

selection

to

needed performance improvement. At

upgrade older piston singles involves a

better than 400 knots TAS (50 knots

Garmin G600 glass-panel with synthetic

faster than the original) and with a full fuel

vision as a PFD for the pilot’s side. This

payload of 1,670 pounds, the Williams

gets its data from a WAAS capable,

engine

well-loved

TAWS-B certified Garmin GNS 530W

aircraft and makes it faster, stronger and

and GNS 430W GPS/nav/com fitted in

gives it a 1,400 nm IFR range.

the centre radio stack. On the right side

upgrade

takes

a

of the panel a JPI EDM 930 engineAVIONICS

monitoring screen that displays all engine

Avionics are the field where the most

parameters including fuel flow, rpm,

progress has been realised and this

manifold pressure and electrical output is

makes older charter aircraft excellent

an ideal partner for GAMI injectors which

59 www.saflyer.com | November 2019

allows for better temperature control and lean of peak operation for fuel injected engines.

Paint schemes can be customised to any design as for example SA Flyer's Piper Saratoga.

PAINT AND INTERIORS It’s not just about engines and avionics – refurbishment customers want their planes to look like new. All good paint shops start with a complete paint strip and prime, followed by three coats of base paint with additional coats for the colour. Decals are also becoming an increasingly popular option.

Specialist painters can do custom paint schemes as was the case with the ‘better visibility’ yellow extremities we had on our C182 and the ‘heart attack’ scheme on our Saratoga. This scheme was designed by our artist Darren Edward O’Neil and we were so pleased we added his signature. Darren will propose a sketch layout and then, with painstaking attention to detail and proportion, make sure it is applied as intended to the physical requirements of the actual aircraft.

A key point to remember when repainting aircraft is that it must be done by an approved maintenance organisation as the control surfaces have to be removed and then professionally rebalanced before installation.

Interiors are another essential cosmetic item – most owners elect to use wool carpeting, and new padding and leather covering for seats. All material must have a fire certificate – so this is also not a job for non-aircraft approved suppliers, even if they are much cheaper. Another popular aftermarket option are airbags – built into the seat-belt for the front two seats, as well as new LED lights and new plastic window reveals.

South Africa is blessed to still have such a deep legacy of aircraft refurbishment skills and it remains a pleasant antidote to the increasingly unaffordable new aircraft prices.

j

These Cessna 182 seats have been upgraded with Ostrich skin hides.

You want it - we build it!

Manufacturer of the Teddy LSA Aircraft Aircraft Painting• Rotax maintenance & repair Sheet Metal & Fabric covering General Maintenance and servicing Mobile: 082 346 0150 Email: kevin@skyworx.co.za Hangar E50, Jack Tayler Airfield, Delporton, Krugersdorp, Gauteng, South Africa, 1739

60 November 2019 | www.saflyer.com

SA Flyer 2016|11

AMO 1168

GDL 50

AERA 660

InReach VIRB Ultra 30

D2 Delta Series GLO 2

D2 Delta S

D2 Delta PX

D2 Delta

+27 11 701 3244

salesadmin@centuryavionics.co.za www.centuryavionics.co.za Hangar M1, Lanseria Int Airport, South-Africa SA CAA KCAA

AMO: F|144

AMO:0003 CAAZ

SADO D688 AMO: 176|128

NCAA CAAB

AMO:FSS|AMO|C3610

AMO: B|1A|F30

DCA

AMO: MI|414|2016

61 www.saflyer.com | November 2019

SA Flyer 2019|07

ENGINE DIVISION

Complete overhaul facility with test bench

MACHINE SHOP

Machining, repair, modification o/h of cylinders and crankcases

TESTING

NDT, MPI, Dye Pen and Zyglo

COMPONENT DIVISION

Servicing, overhaul, repair

SUPPLIERS OF AIRCRAFT APPROVED ENGINE LUBRICANTS • SHELL • Phillips • AVBLEND and Camguard

PLATING SHOP

Cadmium Plating

Aicraft Powerplant Co. (Pty) Ltd

62

Tel: +27 12 543 0775 / 0181 • Fax: +27 12 567 3630 • Hangar 5A, Wonderboom Airport tonyrodrigues@mweb.co.za • Cell: +27 82 558 9388 henkjoubert@mweb.co.za • Cell: +27 83 258 5272 www.apcosa.co.za

November 2019 | www.saflyer.com

63 www.saflyer.com | November 2019

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SA Flyer 2018|10

AIRCRAFT INTERIORS & EXTERIORS

CAA No AMO 620

Tel: (011) 659-1962 Cell: 076 810 9751 Fax: (011) 659-1964 Email: francois@aircraftcompletions.co.za Hangar 107 C and D, Gate 13, Lanseria Airport 65 www.saflyer.com | November 2019

M and N ACOUSTICS SERVICES SANAS ACCREDITED LABORATORY FOR ACOUSTIC, VIBRATION, HUMAN VIBRATION AND DC/LF The Following instruments can be calibrated Aces, Vibrex, Honeywell, Rion, Casella, 3M & Svantek

Contact : Heinz Tel : +27 (0) 11 973 4443 Cell: 082 720 5210 Email: sky-tech@telkomsa.net www.sky-tech,za.com

CONTACT Amanda Naude 012 689 2007 | e-mail: admin@mnacoustics.co.za

CELEBRATING 20 YEARS OF SERVICE TO THE AVIATION FAMILY SKYTRIM IS FULLY EQUIPPED FOR ALL YOUR SEATBELT REQUIREMENTS. WE WILL RE-WEB YOUR BELTS, SERVICE YOUR REELS AND TIDY UP YOUR BUCKLES. WE OFFER A ONE-STOP FOR ALL YOUR SEATBELT AND HARNESS REQUIREMENTS.

SPECIALISING IN AIRCRAFT SPRAY PAINTING & UPHOLSTERY. CERAMIC PRO AVIATION INTERIOR AND EXTERIOR COATINGS.

SA Flyer 2019|11

TRIMMING WORK

• Side panel recovering • Carpet replacement • Headliner replacement • Interior plastic repairs & painting • Design & recover seats to your specification • Re-web seatbelts (SACAA approved) • Supply sunshields, exterior covers, carpet runners & floor protectors • Glare shield cover replacement • Seat Belt & Webbing Replacement • Custom Leather & Fabric Upholstery • Aircraft interior valet • Supply canvas seat covers • Supply engine intake covers, blade tie downs, exhaust and pitot covers

PAINTWORK

• Full stripping and painting of aircraft • Scuff and paint of aircraft • Touch-up on paint work • Polishing of aircraft • Polishing of windows • Custom design colour schemes for your aircraft or helicopter • Window Replacements • Sheet metal repairs • Exterior valet • Supply and apply all interior and exterior decal kits

Skytrimaircraftrefurbishing skytrim_aircraft_refurbishing

66 November 2019 | www.saflyer.com

SACAA AMO: 906

CONTACT US: Hangar 10, Rand Airport Tel: +2711 827 6638 Fax: +2711 827 6453

SA Flyer 2015|05

Ground Handling Wheels

Promotion runs from 1 - 31 October 2019

67 www.saflyer.com | November 2019

HANGAR 32, WONDERBOOM AIRPORT, PRETORIA TEL : +2712 567 3139 EMAIL : info@breytech.co.za

WE ARE PROUD TO ANNOUNCE OUR NEW SERVICES PROPELLER OVERHAUL AVSTAR FUEL SYSTEM OVERHAUL CIRRUS MAINTENANCE Fixed wing: Beechcraft, Piper, Cessna, Mooney, Aerostar & Maule Rotorwing: Robinson Engine overhauls: Lycoming & Continental Engine component overhauls Magnetos: Slick, TCM & Bendix

W WE NO E V A H

SA CAA A, B, C, W and Zambian Approved

” FULL “W !

G RATIN

Hangar 204, Gate 9, Lanseria International Airport Tel : 011 659 1157 Cell: 082 088 6664 Email: robin@tynay-aviation.co.za

www.tynay.com

Tynay Aviation AMO 1161 Established November 2009 Specialising in Beechcraft 1900 Series; Kingair Series Cessna 208B Caravan; PT6A Series Based at Lanseria International airport, Tynay takes pride in the Beechcraft & Cessna Aircraft & Pratt & Whitney PT6A Series Engines we maintain. Offering complete maintenance solutions which include the following services:

SA Flyer 2019|03

· Scheduled Inspections · Line Maintenance · Aircraft Refurbishment · Landing Gear 5 & 6 year Inspections · Hot Section Inspections · Fuel Nozzle Cleaning & Flow Check

68 November 2019 | www.saflyer.com

100 95

E-mail: andries@dynamicpropeller.co.za pero@dynamicpropeller.co.za Tel: +27 11 824 5057 Fax2mail: 086 548 2651 Pero: 079 492 0592 Andries: 082 445 4496

75

25 5 0

SA Flyer 2018|10

At Dynamic Propellers cc we overhaul and maintain all Hartzell, McCauley, MT-Propeller, Hoffmann, Dowty, Sensenich, Whirl Wind and Hamilton standard propellers to include metal and composite blades. We do all maintenance procedures related to aircraft propeller overhauls as called for by the various propeller manufacturers including cadmium plating.

Everything is performed in-house, including cold compression rolling on Hartzell propeller blades, as well as dynamic balancing of propellers in the field.

Dynamic Propellers cc is an Authorised Service Centre for MT-Propeller and Whirl Wind. Dynamic Propellers cc is also appointed as the sole McCauley Authorised Service Centre for the African continent.

We carry a large stock holding of fast moving propellers, hubs, parts, de-icing parts, overhaul kits etc. in our inventory to cater for Hartzell, McCauley, MT – Propeller, Hoffman, Dowty, Sensenich, Whirl Wind and Hamilton standard propellers. We do a huge amount of travelling to local, domestic and neighbouring countries as well as abroad to cater for customer’s propeller requirements.

www.dynamicpropellers.co.za

ALUMINIUM 2024, 3003, 6061, 7075 STAINLESS 301 15-5PH, 17-4PH, 17-7PH ALLOY STEELS 4130 ANNEALED AMS 6350 4130 NORMALIZED AMS 6345 TITANIUM 6AL-4V, CP1, CP2, CP3, CP4 IN ALL FORMS OF: SHEET, PLATE, COIL, ROD, BAR, TUBE, EXTRUSIONS ALL MATERIAL FULLY CERTIFIED TO INTERNATIONAL STANDARDS, SUCH AS: AMS, QQ-S, QQ-A, ASTM, SAE, MIL

www.alclad.co.za I Ed Knibbs: +27 83 251 4601 I ed@alclad.co.za

69 www.saflyer.com | November 2019

COMPANY PROFILES

Overhaul & servicing of magnetos.

ADVENTURE AIR Adventure Air was formed in November

Aerocolour is a trusted service provider

C) PROPELLER DIVISION:

throughout the aviation industry for respray

•

The supply of new & second hand

of complete aircraft exteriors as well as

Authority approved Aircraft Maintenance

Hartzell and McCauley variable

panels / parts, touch-up and repair of parts

Organisation for interior refurbishment,

pitch propellers, as fitted to piston

or specific areas on aircraft and various

exterior refurbishment and sheet metal work,

& turbine engine aircraft,

other refurbishment requirements

2010 and is a South African Civil Aviation

based at Wonderboom National airport.

Adventure Air specialises in full leather

•

The supply of new McCauley & Sensenich fixed pitch propellers,

interior refurbishment from roof linings,

Propeller dynamic Balancing.

window panels, side panels, glare shields,

D) PARTS DIVISION:

carpets and seats, and our range includes

Cell 082 775 9720 Email aerocolour@telkomsa.net

The parts division specialises in the sourcing of all piston engine, component, &

full executive finishes.

Adventure Air has been approved by SACAA to do a Full Release to Service on all Listed VANS’ RV makes and models.

propeller parts, either from local distributors or from overseas distributors & OEM. Their client base includes local & over-

We have an established track record

border operators, and owners, of piston &

on sheet metal work and have assisted

turbine engined aircraft, as well as local &

many kit builders in completing their aircraft,

over-border maintenance organizations.

AERONAUTICAL AVIATION Same Trusted Company with a New Look.

Lanseria

based

avionics

company

Aeronautical Aviation has after fourteen

including RVs and Slings. Come and visit

The business was founded in 1996

us to discuss all your needs in making your

and was taken over in 2006 by partners

years, rebranded its identity, including a new

flying dream a reality.

Andre Labuschagne and Derek van der

“We believe the new look better matches

Contact Adventure Air on:

Westhuizen. They have seven qualified

how we have grown and what we have

Tel: 012 543 3196

engineers and a loyal clientele.

become since 2005, and that it is a service

logo and font.

Cell: 066 4727 848

Contact Andre Labuschagne on:

provider that is striving to keep up with

Email: l.milne@venture-sa.co.za

Tel: 012-543-0948

technology, the ever-changing aviation

Website: www.ventureglobal.biz

Email: aeroeng@iafrica.com

industry, higher service levels and meeting

Website: www.aeroengineering.co.za

the personal needs for each and every one of our clients”, said Clinton Carroll, Director Aeronautical Aviation,

announcing

the

rebranding at the recent Aero SA exhibition.

Aeronautical Aviation is not only limited

AERO ENGINEERING & POWERPLANT

to instrumentation, but over the years have

Based at hangar number four, at Wonderboom Airport, Aero Engineering’s

AEROCOLOUR

launched its battery shop, avionics facility,

services include the overhaul, maintenance,

Aerocolour cc was formed in 2005 as

service, and repair of Lycoming and

a privately owned Aircraft Refurbishment

Continental aircraft piston engines and

facility in Southern Africa and has been

The design goal was to better match

associated components.

based at Lanseria Airport, Hangar M5, since

how the company aligns with its principles,

being established.

values and the customers it serves. The

Aero

Engineering

and

Powerplant

online shop, and increased its autopilot facility.

We have the confidence of a wide

management team worked with a marketing

A) ENGINE DIVISION:

variety of aviation customers. Aerocolour’s

agency to find something that appeared

•

Overhaul of Lycoming & Continental

hard-won reputation is built on excellent

crisp, approachable, smart and connected

engines,

workmanship, service and product support

to capture the essentials of Aeronautical

as well as personal customer relations,

Aviation. Explaining the change, Carroll said

inspections,

which have earned the confidence of

that they decided to stay true to their original

•

Bench-testing of engines,

manufacturers and customers alike. Our

colours with the red and grey and stuck to

•

Re-boring and honing of cylinders,

core business is made up of private and

their roots.

Repair on starter clutch gears.

corporate general aviation aircraft owners as

The company has also moved into a

B) COMPONENT DIVISION:

well as aviation service providers and sales

new facility at Lanseria International airport,

The overhaul of all engine components,

companies to whom we provide aircraft

where it is able to provide a better service to

refurbishment.

its customers and offer a more personalized

comprises of the following divisions:

•

•

Carrying

out

shock-load

including: McCauley, Hartzell, PCU 5000 and

We proudly provide the service that our

experience with the same quality that

Woodward Constant speed units(CSU),

clients have come to expect from Aerocolour

TCM & Bendix Fuel systems,

cc. Our broad base of customers stretches

We welcome all to come see us at our

TCM, Romec, Fuel pumps,

throughout South and Southern Africa, as

new facility and have a cup of coffee with us.

Marvel Schebler carburettors,

well as UAE and certain northern African

Garrett & HET turbo-controllers,

countries.

70 November 2019 | www.saflyer.com

customers have gotten used too.

LANSERIA INTERNATIONAL AIRPORT, SOUTH AFRICA. GATE 13, HANGAR 36 ZAMBIA CAA APPROVED Z/AMO/11/2003. SA CAA APPROVED AMO 214

Joc-Air Propeller Shop is one of the leading aircraft propeller maintenance organizations in South Africa, operating since 1992.

The company strives to deliver a safe, efficient and cost-effective service to its customers. Joc-Air Propeller Shop is a certified aircraft maintenance organization that provide propeller services to piston and turbine engined aircrafts. Joc-Air Propeller Shop holds numerous Hartzell approvals consisting of Pitch Change Knob shot peening, Aluminum Hub shot peening, Blade Airfoil shot peening, Cold Rolling, Hub modifications and bushing replacement, Composite Blade overhaul and Erosion Shield replacement. With these Hartzell approvals Joc-Air saves its clients’ money and time that it would take to send their propellers or blades to Hartzell in the United States.

Joc-Air Propeller Shop has a team of experienced technicians which consists of three expert aircraft maintenance engineers. They also provide services away from base like disassembly, assembly, flush, field repairs and dynamic balancing.

Joc-Air are approved to carry out maintenance on Hartzell, SA Flyer 2019|08

McCauley, Sensenich and now also Hamilton Propellers.

CONTACT DETAILS Tel: +27 11 701 3114 (Andre) | Mobile: +27 82 743 0086 (Leon) Fax: +27 86 543 7988 | E-Mail: info@jocair.co.za Web: www.joc-air.com

AEROSPACE ELECTROPL AMO 506

SA Flyer 2019|11

For all your SACAA approved plating

AEROSPACE ELECTROPLATING

AEROSPACE ELECTROPLATING

AMO 506

AMO 506 For all your SACAA approved WE OFFER THE INDUSTRY For all your SACAA plati approved p lating r equirements

ng requirements

Cadmium Plate in Gold, Silver or Cadmium P Clear Passivation

Clear Pass

Hard Chrome Hard Silver Plate

Hard Chrom

requirements

INTEGRITY, RELIABILITY, EXPERIENCE For all your SACAA approved plating Electroless Hard Silver We aNickel re situated at 30B, B uilding 98, R Call Des on 011 827 7535 o r 0 63 150 1 AND A DEPTH OF KNOWLEDGE Hard Copper Plate Electroless Alodine or Peter on 081 775 2434 or 083 208 7

AEROSPACE ELECTROPLATING

Cadmium Plate in Gold, SilverAnodising or in Grey, Red or Black Hard Coppe

AMO 506

r all your SACAA approved plating requirements

Cadmium Plate in Gold or Clear Passivation

For all your Aircraft and Allied Electrop Black Phosphating

Silver Hard Passivation Chrome

Phosphating

Hard HardChrome Silver Plate

Anodising i

Black Phos

Phosphatin

We are situated at 30B, Building 98, Rand Airport. Next to Fields Airmotive.

Hard 533 Electroless Nickel Call Des on 011 827 7535 or 0Silver 63 150 1Plate AEROSPACE ELECTROPLATING or Peter on 081 775 2434 or 083 a2t 08 7244 Electroless Nickel Cadmium Plate Gold,tSilver We are situated 30B, Building 98, Rand Airport.

Ninext o Forields A Hard Copper Plate Clear Passivation AMO 506 For all your Aircraft and Allied Electroplating and queries.

Call Des Hard on 011 827 7535 or 063 150 1533 Hard Chrome Copper Plate Grey,plating Redrequirements or Black Hard Silver Plate

For aAnodising ll your SACAA ain pproved

or Peter Anodising on 081 775 or Red 083 2or 08 Black 7244 in2434 Grey, Electroless Nickel Black Phosphating For all your Aircraft and Allied Electroplating Hard and queries.

Copper Plate Black Phosphating Anodising in Grey, Red or Black

Phosphating Black Phosphating Phosphating Phosphating

We are situated at a30B, Building 98, Rand Airport.

Next to tFields Airmotive.

We are situated t 30B, Building 98, Rand Airport.

Next o Fields Airmotive. are situated a t 3 0B, B uilding 9 8, R and A irport.

N ext t o F ields A irmotive.

Call Oliver on 011 827 7535 Call D es o n 0 11 8 27 7 535 o r 0 63 1 50 1 533 Safair North Perimeter Road, OR Tambo International oror Peter ono081 755 2534 oro083 208 7249 Peter n 081 775 2434 r 083 208 7244 Airport, Bonaero Park, 1619 Des on 011 827 Tel:7535 o r 0 63 1 50 1 533 For all your Aircraft and Allied Electroplating and queries.

081 755 2534 Fax: 011 395 1291 For all your Aircraft and Allied Electroplating and queries.

Peter on 081 775 2434 or 083 208 7244 all your Aircraft and Allied Electroplating and queries.

www.saflyer.com | November 2019

71

COMPANY PROFILES

AEROSPACE ELECTROPLATING Aerospace Electroplating, SACAA AMO 506, has been operating at Rand Airport,

Our processes are approved by Denel, Airbus Europe, Rolls Royce, Pratt & Whitney and Allison Doil.

AEROTRIC Aerotric

(Pty)

Ltd

is

based

at

Wonderboom Airport and has grown from

Germiston since 1980 and has served the

We offer a wide range of services for

aircraft industry with distinction and high

aircraft owners and general industry, and

quality surface finished products.

through our partnership with Mistral Aircraft

The Company prides itself on providing

Services we can also offer engineering and

quality and reliable services such as

NTD services.

overhauling, installing and repairing all

The company was started by David Brackenridge who sadly passed away in 2012 and is now owned by Mistral Aviation

We look forward to the future with a

Services and run by Oliver Trollope and a

range of innovative services to continue

highly professional and qualified team of

servicing the aircraft industry.

Address: 30B Building 98, Rand airport.

electroplaters.

Our highly qualified team are available to

Germiston

strength to strength since opening their doors in May 2012.

electrical, ignition, instruments and avionics that is efficient and at an affordable rate.

Aerotric is a small company with big heart that strives to maintain relationships with all customers. Consisting of seven

advise you on the perfect solution to all your

Tel: 011Â 827 7535

staff members Aerotric maintains a policy

electroplating plating needs and solutions to

Fax: 011 827 9896

of high standards and keeping up with

perfectly re-finish your aircraft components

Mobile: 083 208 7249 ( Peter)

the latest technology and trends in aircraft

to the manufacturer’s specifications.

Email: petasus@mweb.co.za

maintenance.

Aerospace Electroplating will shortly add

Contact Aerotric on:

the capability of re-finishing magnesium

Office Tel: +27 87 802 1347

casings with an approved Magnesium

Email: admin@aerotric.com or

Dichromate process to its approved Hard

Richard@aerotric.com

Chrome, Cadmium, Silver, Nickle, Hard Copper, anodising and Electroless Nickel processes.

Main Rotor Track and Balance Tail Rotor Balance

SA Flyer 2018|10

Vibrations Surveys

Call us Today to Learn More Sky-Tech Aircraft Support 27 11 973 4443 | 27 (0)82 720 5210 www.acesSystems.com | sky-tech@telkomsa.net

72 November 2019 | www.saflyer.com

Heli-Afrique

in We specialise

gene

hment.

terior refurbis

rior and ex s, repairs, inte

, modification

ce, upgrades

maintenan ral helicopter

S IN E S S.

• SA341 series • AS350/ 355 5 series 13 0/ • EC120/13 ries se 5 10 • BO ouglas D d al • McDon 22/R44 • Robinson R e rvice availabl • Hagarage se g engines. n and Lycomin so lli A , ca ec Turbom d Lesotho Zimbabwe an aintenance on a, m bi e lin am Z nd of co 0, Republic First and se s : SACAA # 83 CAA approval

SA Flyer 2018|11

HEL

0 YEARS E

H AV E 4 E W – E U IQ I AFR

IN T H E B U X P E R IE N C E

Hangar 56, 10 Viking Way, Rand Airport Tel: 011 827 8632 n Tino: 083 458 2172 n Office: 083 446 0066 Email: technical@heli-afrique.co.za and info@heli-afrique.co.za www.saflyer.com | November 2019

73

AIRCRAFT GENERAL SPARES

as reciprocating engines are concerned.

APCO

Aircraft General Spares (AGS), based

Following a management buyout in

This with their turn key service and written

at Rand airport, was started in November

August 2001, Placo Engine Division became

warranties makes them an obvious first

2018.

known as APCO Engine Division. Spear

choice for the large corporate flying schools,

Eric Erasmus, the owner of AGS, saw an

headed by Tony Rodrigues and Henk

charter companies and private aviators

opportunity when Placo went insolvent and

Joubert this engine division has spread its

when engine overhauls, repairs, mods etc

acquired what was then the Placo Spares

wings.

are to be carried out.

division.

Contact APCO on:

APCO has full in-house capability

AGS is a small company with one of

to do all the required work on Lycoming

Tel: +27 12 543 0775

its core principals in customer service and

and Continental engines. APCO has an

Tony Cell: 082 558 9388

satisfaction, and deals in light aircraft parts.

NDT facility, machine shop, component

Henk Cell: 083 258 5272

AGS stock a lot of Piper and Cessna parts

division, hose shop, Aluminium welding and

Email: tonyrodrigues@mweb.co.za or

and can also source hard to come by aircraft

Cadmium plating capability, Engine division

parts.

and engine bench testing facilities.

henkjoubert@mweb.co.za Website: apcosa.co.za

Due to Eric’s extensive background in

On request, various mods or STCs can

aircraft parts, Eric has first-hand knowledge

be carried out. NTC engine balancing and

in his field and is thus able to know what

porting and corrosion protective applications

the customer wants and understanding their

are available, ranging from polyurethane

Atlas Aviation Lubricants is the macro

problems.

base paints to the more durable external

distributor for AeroShell Lubricants in sub-

ceramic coatings. APCO is an approved MT

Saharan Africa. We distribute AeroShell

Governor Service Station.

lubricants, greases and fluids throughout

We are situated next to Aviation Rebuilders.

Contact Details

Certifying

personnel

are

qualified

ATLAS AVIATION LUBRICANTS

South Africa, Namibia, Botswana Zambia,

Eric Erasmus

and have had the appropriate training

Zimbabwe

Tel: 067 154 2147

either locally, or at the factory. APCO

more recently Mauritius, Reunion and

and

Mozambique,

and

Cell: 084 587 6414

prides itself in giving the best customer

Madagascar. We also supply approved

service, workmanship and value as far

aircraft cleaners and degreasers. Our team

flyonics - we have over 50 years combined experience within the avionic industry

INSTALLATIONS & UPGRADES

REPAIRS & MAINTENANCE

Flyonics is proud to be a SACAA Approved Maintenance Organisation AMO 1421 with a team of professional and experienced engineers. We offer an extensive range of

COCKPIT REFURBISHMENTS

HIGH QUALITY BATTERY SERVICES

GROWING OUR DEALERSHIP

Flyonics has recently partnered up with L3 Harris and Electronics International to ensure a wider variety to our clients alongside our already exisitng dealership base.

services including consulting, servicing, and installation, capable of supporting a variety of aviation modification and certification projects as well as repairs and maintenance of many General, Regional and Business Aviation Aircraft

get in touch with us or visit our shop!! michael@flyonics.co.za | admin@flyonics.co.za | kevin@flyonics.co.za micahel: 082 686 2374 | kevin: 073 778 1053 hangar 30 - rand airport -germiston www.flyonics.net PROFESSIONAL INDUSTRY EXPERIENCE |

74 November 2019 | www.saflyer.com

STATE OF THE ART EQUIPMENT

|

EXTENSIVE DEALERSHIP VARIETY

Gemair AMO 1003

YOUR PEACE OF MIND IN AVIATION MAINTENANCE Gemair is an SACAA Approved Maintenance Organisation, AMO 1003 with 5 other African AMO Approvals and has a team of 9 full time engineers who together have a combined total of over 50 years aviation experience. Gemair are able to perform all aviation maintenance requirements on a variety of Non-Type certiďŹ ed aircraft, light singles and twins up to turbo propellers and light jets.

SA Flyer 2018|11

Gemair also holds electrical and instrumentation approvals

TEL: 011 701 2653 or 082 905 5760 Hangar 110, Gate 13, Turn right (old Pical hangar), located behind Spectrum Air Surveyors, Lanseria South Side, 1748

www.saflyer.com | November 2019

75

offers personalised face to face service and

on all your wire rope flight control cable

support locally as well as internationally.

assembly requirements.

Shell Aviation, one of the biggest aviation lubricants

manufacturers

in

the

world

are constantly investing in research and

We stock most

standard MIL-Spec cable and hardware,

Release to Service (Authorised Release Certificate) on the following OEM Makes; •

/

Bendix,

cables are assembled as per your sample or

Goodrich and Meggitt

Aircraft

specification.

Braking Systems.

Honeywell

development to stay the market leaders in

The service of our licensed welder

advanced Aviation Tribology, by offering world

is available for all of your welding repair

class AeroShell Lubricants to the market. Our

requirements, we are approved to weld repair

offices are in Boksburg, Gauteng, 8 km from

aluminium alloys, carbon steels and corrosion

•

Landing Gear Repair and Overhaul

OR Tambo International Airport.

and heat resistant steels.

•

Helicopter Servo Actuator Repair

Contact

•

ABSC,

assemblies for the above makes, to repair and overhaul.

For more information, contact Aviation

Tel: +27 11 917 4220

Rebuilders on:

Email: sales.aviation@atlasoil.co.za

Tel: 011 827 2491

Website: https://atlasoil.africa/aviation/

Cell: 082 872 4117

Aviation

Rebuilders,

Website: www.aviationrebuilders.com established

at Rand Airport in 1997 is an approved Aircraft Maintenance Organisation (AMO188 Category B & X5).

and Overhaul •

Flexible Hose Build-up

•

Engine Fire Bottles HPT, Service, Fill and Re-charge

Email: lyn@aviationrebuilders.com AVIATION REBUILDERS

Aircraft main and nose wheel

AviSys Aviation Systems is committed to deliver service excellence and quality workmanship at market related prices,

AVISYS AVIATION SYSTEMS AviSys Aviation Systems is an established Maintenance Organisation (AMO 1089) with

carried out with years of cumulative aviation experience in our field by means of dedicated hand-picked staff members.

Our sheet metal repair facility offers an

SA CAA, and other African CAA accreditation

AviSys looks forward to establishing long

extremely proficient service, in respect of

to perform component maintenance and

and just relationships with our client base, in

both experience and capability, having all

overhaul capabilities under its Category B

order to meet our high standards of customer

necessary equipment on hand. No repair is

rating.

satisfaction.

too big or too small; from minor maintenance

Currently, AviSys is equipped to cater

repairs, to major accident rebuilds, we shall

for our clients’ needs as per the SA CAA

Email: dewald@avisys.co.za

endeavour to offer you the most favourable

Approved Capability List and Operational

Phone: +27 (0) 83 442 5884

lead time and quotation.

Specifications on the following:

Fax: +27 (0) 86 618 6996

Aviation Rebuilders is equipped to offer competitive turn around times and costs

Aircraft Braking Systems repair and full

Hangar 17 Wonderboom Airport

Website: www.avisys.co.za

overhaul capability with SA CAA Component

SA CAA AMO 188

ASSEMBLY OF FLIGHT CONTROL CABLES • SHEET METAL REPAIRS • APPROVED AIRCRAFT WELDING

VISIT THE SHOWROOM @ RAND AIRPORT, GERMISTON

011 827 2491

082 872 4117 76 November 2019 | www.saflyer.com

FAX

AMO 227

FLIGHT SAFETY THROUGH MAINTENANCE

Overhaul / Shockload / Repair of Continental and Lycoming Aircraft engines

Hangar no 4, Wonderboom Airport , Pretoria PO Box 17699, Pretoria North, 0116 Tel: (012) 543 0948/51, Fax: (012) 543 9447, email: aeroeng@iafrica.com

SA Flyer 2017|10

Overhaul Engine Components Overhaul and supply of Hartzell / McCauley and Fix pitch Propellers

Cell: 082 775 9720 Accounts: 072 599 1344 E-Mail: aerocolour@telkomsa.net VAT No.: 4720225764

CAA Approved facilities

YOUR BEST CHOICE FOR: * Complete exterior refurbishment * Customizing * Touch ups * Component respray * Interior refurbishment on request

admin@aerotric.com or richard@aerotric.com

ELT’s

NEW Artex 345 ELT R34 995.00 Excl Vat ELT INCLUDING INSTALLATION, MODS, SHEET METAL

ADS-B

SA Flyer 2019|11

Install Garmin GTX 335 ADS-B Out Transponder with GPS & GAE 12 Altitude Encoder R80 612.50 ex vat, mods, sheet metal & labour included.

SACAA Mod approval estimation +/- 3 months.

Quote excludes shipping & duties & any snags found.

78 November 2019 | www.saflyer.com

CALL US FOR MORE INFORMATION ON 2020 AD.

COMPANY PROFILES

AVTECH AIRCRAFT SERVICES Avtech Aircraft Services based at Wonderboom National airport maintains Beechcraft, Piper, Cessna, Bellanca and Aerostar aircraft.

With over 28 years of operation, the family-owned business has a vast experience in aircraft maintenance and meets the highest standards, still under the guidance of Rieckert, Sr. Avtech Aircraft Services component shop specialises in the overhaul and repairs of continental fuel systems, carburettors and constant speed units, which include Woodward, McCauley, Hartzell & PCU5000. This division is run by Andre Botha, AKA Proppie, who also has many years’ experience in his field.

The Avtech team have collectively over 170 years of experience, between just four people. Avtech is therefore a wise first stop for all your general aircraft maintenance requirements.

“We Keep you Flying” 

Source & Supply Aircraft parts & consumables for Fixed Wing / Beechcraft / King Air / Dornier 328 / Citation / Embraers / Learjet

For more information contact PJR Stroh, Sr, on 082 555 2808 or PJR Stroh, Jr, on 082 749 9256. Visit them at Hangar 6 Wonderboom

& Home Build Aircraft. All parts come with Approved Release

Airport.

Certificates.

Email: avtech1208@gmail.com



Locate “Hard to Find” Aircraft Parts & consumables



Handle Component Repairs & Exchanges

Benveroy (Pty) Ltd, a privately owned South African company,



Distributor for Professional Tooling

based in Johannesburg, South Africa, focuses on developing



Agent for Aircraft Spruce

environmentally sustainable solutions for fuel consumption reduction,



Based inside Cirrus Hangar no 24, Lanseria International Airport

BENVEROY (PTY) LTD – BIOBOR AFRICA

and reduction of carbon footprint.

Benveroy offers a complete fuel enhancement product package and the related implementation of product injection blending and product dosing systems, for individual aviation companies, and airport infrastructure. This includes high level fuel quality management.

Biobor JF ® became the first biocide tested and approved by FAA,

Contact: Daniella Mawson Mobile no: 082 576 8853 E-mail: daniellamawson@telkomsa.net / dmaviationspares@gmail.com

HANGAR 24, GATE 5, LANSERIA INTERNATIONAL AIRPORT, LANSERIA, 1748.

DIEPKLOOF AIRCRAFT MAINTENANCE SACAA approved AMO / AME / AP (NTCA) – 100 years experience under one roof

GENERAL AIRCRAFT MAINTENANCE: • All single engine Piper & Cessna & Beechcraft series • All Air Tractor, Thrush, D romader, AG Cat, Piper Brave & Piper Pawnee • All Lycoming, Teledyne Continental engines • All Pratt & Whitney -Turbine & Radial engines.

• Robinson R22 & R44 Helicopters NON-TYPE CERTIFIED (NTCA): • All NTCA Aircraft work - Homebuilts, Ultralights etc…

Nick Kleinhans 083 454 6366 Pieter v Aswegen 082 784 7133 Danie Vermeulen 079 248 9188 Jurgens Potgieter 071 672 3007 diepkloofamo@gmail.com

SPECIALIST SERVICES: • Hartzell & Mc Cauley Propellers • Licenced for complete rebuilds • Specialised sheetmetal work • Fabric covering and interiors • Aircraft weighing • Welding • Propeller Balance SACAA # AMO 1398 Diepkloof Airfield - Malmesbury 7299. S 33° 21’ 6.93

80 November 2019 | www.saflyer.com

E 18° 41’ 55.11”

AMO 1427

South Africa Skysource International SA, Hangar 203, Lanseria International Airport

WE BUY, SELL, LEASE AND MAINTAIN AIRCRAFT. PERIOD.

USA Worldwide Aviation Resources Aircraft Sales, Purchasing, Maintenance and Consulting.

skysource1@aol.com +1 406-206-7978

SOUTH AFRICA Aircraft Maintenance based at Lanseria International Airport South Africa.

With Full Aircraft Refurbishment, Paint, Upholstery, Defect rectification, Pre-purchase Inspection Capabilities. Decades of experience!

info@skysourcesa.com SA Flyer 2019|08

+27 10 900 4300 • +27 72 036 3433

CALL US NOW FOR ALL OF YOUR AVIATION NEEDS!

81 www.saflyer.com | November 2019

COMPANY PROFILES

airlines, aircraft manufacturers, and aircraft engine manufactures, for

engine overhauls. Breytech is also certified to overhaul carburettors,

the treatment and prevention of microbial contamination in aviation

governors, magnetos & Avstar & Precision fuel systems.

fuels, and aircraft fuel tanks. Biobor JF ® is also the only biocide that not only fights microbial growth, but replaces lubricity lost in ultra-low sulphur fuels. After 50 years, Biobor JF ® continues to be the most recognized and recommended biocide for all hydrocarbon fuels, bio fuels, transmission and hydraulic fluids, etc.

Breytech maintains the full range of Robinson Helicopters, as well as Cirrus, Piper, Cessna, Beechcraft, Aerostar, Mooney and Maule.

We are proud to say that we are the only company in South Africa who have all these facilities under one roof.

For more information contact Breytech on:

Other aviation products offered are Biobor EB, Lubribor, and Turboline.

Tel: 012 567 3139/2733/3500 Email: info@breytech.co.za

Benveroy’s company directors have combined more than 60 years

Or visit them at Hangar 32 at Wonderboom Airport.

of experience in the Engineering, Petrol-Chemical, and Aerospace Industries.

CENTURY AVIONICS – EXCELLENCE IN AVIONICS

Contact Benveroy for all BIOBOR family of fuel additives on:

Century Avionics offer a wide range of general aviation avionic

Tel: 011 482 3650 / 011 726 7162

solutions. We excel in Avionics Sales/Marketing, Installations, Repairs/

ben@benveroy.com / 071 453 1517

Maintenance, Support/Updates and Certification, ensuring your

vernon@benveroy.com / 079 524 1461

avionics needs are met. We specialise in general aviation avionics

www.benveroy.com

for fixed – and rotary-wing aircraft, together with handheld units and headsets. Our AMO and Design Organisation is approved in South Africa, Botswana, Kenya, Namibia, Malawi and Zimbabwe.

BREYTECH AVIATION Breytech Aviation is an SACAA approved maintenance facility,

Sales & Support: We are approved dealers for a host of avionics

AMO 0914, operated by Willie Breytenbach, with over 40 years’

manufacturers (Garmin, Bose, BendixKing, David Clark, Orolia

experience in the industry. He is also an aircraft test pilot on both

McMurdo ELT, Genesys Aerosystems, Avidyne and many others)

helicopters and fixed wing aircraft. He is therefore able to do test flights

and constantly aim to offer our valued customers the widest range of

after maintenance and also understands the client pilot’s needs and

products and capabilities.

expectations.

Installations: Our installation team excels in the installation and

Breytech does all maintenance on fixed- and rotor wing aircraft,

upgrades of various aircraft types. We install autopilots, glass cockpits,

Propeller overhauls as well as complete Lycoming and Continental

ELTs, TCAS, ADS-B, FDR, CVR and any specific product our clients

GENERAL MAINTENANCE & REFURBISHMENT ON LIGHT AIRCRAFT COMPONENT WORKSHOP

We specialize in CSU’s, carburettors and TCM Fuel System overhauls and repairs.

SA Flyer 2018|10

Re-assembly and import of CofA inspections. Aircraft Sales.

Hangar 6, Wonderboom Airport. AMO1208 Tel: Riekert (SR) 082 555 2808 | Riekert (JR) 082 749 9256 | Andre (Proppie) 082 974 9713 avtech1208@gmail.com | proppie@avtechcomp.co.za

82 November 2019 | www.saflyer.com

MAINTENANCE Star Air Maintenance Pty Ltd (SAM) is a subsidiary company of Star Air Cargo Pty Ltd, that provides all the AOC’s maintenance requirements up to C check. We are based at O R Tambo International Airport and our team of highly qualified engineers offer line maintenance to third parties.

Boeing 737-200 Boeing 737 Classics Based at OR Tambo International Airport, Johannesburg South Africa.

Contact: lieb@starcargo.co.za or peter@starcargo.co.za Tel: 011 395 3756 and 011 973 5512

COMPANY PROFILES

require for installation.

General Aircraft Maintenance:

Certification: Century NAVCOM, our Design Organisation, along with our qualified and experienced Certification Department, will

All single engine Piper & Cessna & Beechcraft series •

assist with Avionics STC Application/Development and/or Modification Approvals.

All Air Tractor, Thrush, Dromader, AG Cat, Piper Brave & Piper Pawnee

•

All Lycoming, Teledyne Continental engines

Maintenance, Repairs & Updates: Our Maintenance Workshop

•

All Pratt & Whitney -Turbine & Radial engines.

and Instruments department has many years of experience in fault

•

Robinson R22 & R44 Helicopters

finding, RVSM and pitot static checks, plumbing alterations or any

•

Non-Type Certified (NTCA):

relevant avionics repair, software upgrades, maintenance or support

•

All NTCA Aircraft work - Homebuilt, Ultralights etc…

needed. We are also an in-and out of warranty service centre for

•

Specialist Services:

Garmin, BendixKing, Bose, David Clark and Lightspeed amongst

•

Hartzell & Mc Cauley Propellers

others.

•

Licenced for complete rebuilds

Tel: +27 11 701 3244

•

Specialised Sheetmetal work

E-mail: sales@centuryavionics.co.za

•

Fabric covering and interiors

Website: www.centuryavionics.co.za

•

Aircraft weighing

•

Welding

•

Propeller balance

DIEPKLOOF AIRCRAFT MAINTENANCE With 70 years of experience, Diepkloof Aircraft Maintenance

Contact details:

(AMO SACAA 1398) are one of the leaders in aircraft maintenance

E-Mail: diepkloofamo@gmail.com

as well as the preferred choice for many clients. Based at Diepkloof

Nick Kleinhans: +27 83 454 6366

airfield, Malmesbury, Cape Town, Diepkloof Aircraft Maintenance is a

Pieter v Aswegen: +27 82 784 7133

South African Civil Aviation Authority approved AMO.

Danie Vermeulen: +27 79 248 9188

It is your one-stop AMO facility that offers a wide range of

Jurgens Potgieter: +27 71 672 3007

services that include general aviation aircraft maintenance, Non-Type Certified maintenance as well as specialized services.

SA Flyer 2017|04

FOR ALL YOUR HELICOPTER NEEDS - HELICOPTER SALES – SPARE PARTS SALES - ENGINE OVERHAULS - COMPONENT REPAIR & OVERHAULS – PRE BUYS-SHIPPING-EXPORTS-ROLLS ROYCE 250 & BELL SPECIALIST

Southern Rotorcraft USA, founded in 2001 by Regenald Denysschen of Southern Rotorcraft cc SA, is an FAA Repair Station specializing in Rolls Royce M250 Series engines and Bell components.

Southern Rotorcraft occupies a 25000 sq ft. facility and has a state-of-the-art NDT Department, Paint Booth as well as added equipment to it’s Machining Department. These additions have allowed an increase in capabilities as well as decreased turn around times thereby enabling advanced engineering and state of the art repair techniques. Southern Rotorcraft is a stockist of Avid Air Carbon Fibre lined Compressor Cases for the Rolls Royce 250-C20B Compressors.

Southern Rotorcraft USA Inc. E-mail: info@rotorsrus.com 1410 Industrial Drive, Royse City, Texas 75189 Phone: (972)635-7922 Toll Free: (866)4ROTORS Cell: (469)585-2781 Fax: (972)635-7944

Southern Rotorcraft cc - SA Email: sasales@rotors-r-us.com / regdee@intekom.co.za Tel: 021-935-0980 Fax: 021-935-0981 Cell: 0827770805 www.rotors-r-us.com FAA Approved Repair Station Certificate #D57R025X

84 November 2019 | www.saflyer.com

W

SA Flyer 2019| 07

N ond W EW er e b h TE oom ave L: m +2 Airp ov 7 or ed 12 t , to 56 Han 7 gar 00 1 46 7

AviSys Aviation Systems is an established Maintenance Organization AMO 1089 with SA-CAA, and other African CAA accreditation to perform component maintenance and overhaul capabilities under its Category B rating. Currently, AviSys is equipped to cater for our Clients needs as per the SA-CAA Approved Capability List and Operational Specifications on the following: • Aircraft Braking Systems repair and full overhaul capability with SA-CAA Component Release to Service (Authorised Release Certificate) on the following OEM Makes; ABSC, Honeywell / Bendix, Goodrich and Meggitt Aircraft Braking Systems.

• Aircraft main and nose wheel assemblies for the above makes, to repair and overhaul.

• Landing Gear Repair and Overhaul • Helicopter Servo Actuator Repair and Overhaul • Flexible Hose Build-up • Engine Fire Bottles HPT, Service, Fill and Re-charge AviSys Aviation Systems is committed to deliver Service Excellence and Quality Workmanship at market related prices, carried out with years of cumulative aviation experience in our field by means of dedicated hand-picked Staff Members.

AviSys looks forward to establish long and just relationships with our client base, in order to meet our high standards of customer satisfaction.

 '

7 ;

Email: dewald@avisys.co.za Phone: +27 (0) 83 442 5884 Fax: +27 (0) 86 618 6996 Web: www.avisys.co.za

85 www.saflyer.com | November 2019

COMPANY PROFILES

staff have a total of around 130 years’

FDS avionics and Mid-continent instrument

D.M. Aviation Spares is situated on the

propeller overhaul experience. Its footprint

company to name a few, with others being

north side of Lanseria, based in the Cirrus

now reaches across Africa and includes

added all the time. We are also authorised

Hangar, No. 24 (next to Vector Aerospace).

prestigious corporate clients such as National

installers for Aspen Avionics. We have just

The company stocks aircraft parts, aircraft

Airways Corporation (NAC), ExecuJet, Airlink

been approved as South African dealers for

consumables and general consumables.

and Pilatus, to mention but a few.

Levil Aviation.

D.M. AVIATION SPARES

Contact Pero Visser

Cell +27 79 492

Flightdeck Instrument Systems operates

by Daniella Mawson who has been in aviation

0592 or Andries Visser Cell: +27 82 445 4496

out of Tempe Airport in Bloemfontein. Our

since 1980 and in the aircraft parts industry

E-mail: pero@dynamicpropeller.co.za

premises boast a massive state of the art

since 1990. She therefore has extensive

E-mail:

workshop as well as a spacious hangar, so

knowledge of parts and their sourcing.

Tel: +27 (0)11 824 5057

D.M. Aviation Spares was started in 2011

D.M. Aviation Spares’ aim is to make life

andries@dynamicpropeller.co.za Website: www.

dynamicpropellers.co.za

your aircraft can be looked after like it is our own. Give us a call for you instrument, autopilot and avionics requirements.

easier for the smaller AMOs at the airport by

Contact Andrew Bennetts on:

holding fast moving stock.

Daniella goes out of her way to source

Tel: 073 513 3205

F. GOMES UPHOLSTERS

parts that others say are not available. D.M.

F. Gomes Upholsters is a family based

Aviation imports parts as well as sourcing

upholstery company. Established in 1979, the

hard to find aircraft components. They provide

company specialises in aircraft, as well as

clients with the best prices and service

motor vehicle, boat and furniture upholstery.

Email: andrew@aibloem.co.za Website: www.flightdeckinst.com GEMAIR

F. Gomes Upholsters will refurbish your

Gemair was started in 2007 by Andries

aircraft interior to look like new, giving it the

Venter, a South African Air Force trained

class it deserves. They use only the best

engineer with over twelve years of aviation

quality materials, and their craftsmanship

maintenance experience. Since relocating to

Tel: 082 576 8853

is outstanding. Mr Gomes, the founder

Lanseria International’s south side in 2009,

Email: daniellamawson@telkomsa.net

of F. Gomes Upholsters, has been in the

the company has continued to grow and now

upholstery business for close on 40 years and

looks after the maintenance needs of a full

as such brings many years of experience and

range of privately owned, training and charter

professionalism to the company.

operated aircraft. These range from Non-

possible. Furthermore, they are agents for Aircraft Spruce and others.

For more information, contact Danielle Mawson on:

DYNAMIC PROPELLERS AMO NO. 1150 Specialising in the overhaul, repair and maintenance of propellers, Dynamic

F. Gomes Upholsters provides an expert

Type Certified Aircraft through light singles

Propellers services the commercial and

re-upholstery and upholstery service that

and twins and on to turbo-props and light jets.

private aircraft market. Established in 2008 by

caters to any upholstery need. No job is ever

Pero and Andries Visser to bring excellence

too small or too large.

Gemair is a recognised CAA Approved Maintenance Organisation, AMO number

to the specialised market of aircraft propeller

F. Gomes Upholsters is based in

1003, and has a team of nine full time

overhaul and maintenance, the company

Johannesburg. For exceptional craftsmanship

engineers who together have a combined

overhauls and maintains the following

at

total of over 50 years of aviation experience.

propeller types: McCauley, MT-Propeller,

Upholsters on:

the

best

prices,

contact

F.Gomes

Backed up by the full time administrative staff,

Tel: (011) 614 2471

Gemair is able to perform all your aviation

Whirlwind and Hamilton Standard propellers,

Fax: (011) 614 9806

maintenance requirements. The company

including metal and composite blades.

Email: gomesuph@netactive.co.za

has expanded into aircraft interiors through

Hartzell,

Hoffmann,

Dowty,

Sensenich,

the acquisition of Lanseria Aircraft Interiors

Dynamic Propellers is an authorised

and aircraft charter through the acquisition of

service centre for MT-Propeller, Sensenich and Whirlwind. They have also been appointed

FLIGHTDECK INSTRUMENT SYSTEMS

Out of the Blue Air Safaris.

as the sole McCauley authorised service

Flightdeck Instrument Systems (AMO

centre for the African continent. All propeller

999) was founded in 2005 under another

Cell: 082 905 5760

repairs are performed in-house within its

well-known name.

Email: Andries@gemair.co.za

state of the art workshop. Competencies

operating full time in 2008 and the name was

include

changed.

non-destructive

examination,

The company started

Contact Andries Venter:

HANGAR ONE

cadmium plating, cold compression rolling,

We specialise in all aircraft instrumentation,

Hangar One Executive Aviation Services,

blade aerofoil and actuating, pin shot peening

avionics and autopilot repairs, overhauls and

formerly Euro Blitz 21 is an internationally

on Hartzell propeller blades, as well as

installations, including EFIS installations. We

acclaimed FBO, maintenance and support

dynamic balancing of all propellers in the

also have a wide variety of loaner units to

centre.

field. The company also performs repairs at

reduce time on the ground for your aircraft,

the customer’s workshops, both domestically

and all work will come with a free quotation

Branco initiated a restructuring and upgrade

and abroad.

if required.

plan, which resulted in a highly professional

Managing

Director

and

owner,

Ivo

Dynamic Propellers carries a large

Flightdeck Instrument Systems currently

maintenance facility and the acquisition of

stock of fast moving parts and overhaul kits

holds the agencies for JP Instruments (engine

experienced personnel, steered through

etc. This enables the company to provide

monitoring), Alcor (engine management),

Renier Botha.

short turnaround times. Dynamic Propellers

Aircraft Spruce, EDMO, MGL Avioincs,

86 November 2019 | www.saflyer.com

Renier comes with vast experience

A FRESH APPROACH

TO AIRCRAFT MAINTENANCE

COMING SOON IN A WORLD CLASS FACILITY

HANGER 6, GATE 5

LANSERIA INTERNATIONAL AIRPORT

ENQUIRE NOW: INFO@UNITEDAIRCRAFTMAINTENANCE.CO.ZA UNITED CHARTER SERVICES Office 9, Main Terminal Building Lanseria International Airport 24/7: +27 83 270 8886 t: +27 11 788 0813 e: info@unitedcharter.co.za w: www.unitedcharter.co.za

UNITED FLIGHT SUPPORT Hanger 6, Gate 5 Lanseria International Airport 24/7: +27 76 813 7754 (Ops 24hrs) :+27 87 351 8365 e: info@unitedflightsupport.com w: www.unitedflightsupport.com

OWENAIR Signature Flight Support Cape Town International Airport t: +27 21 934 1174 e: info@owenair.co.za w: www.owenair.co.za

COMPANY PROFILES

A Fresh New Look Executive Aircraft Refurbishment (EAR) under the leadership of Francois Denton, is following in the footsteps and shares the same basic philosophy ‘Quality is our Passion’ of its sister company, Skysource International South Africa. The company offers a wide range of inhouse refurbishment specialities to provide your fleet with a ‘fresh new look’.

B

One of the ladies from EAR busy fine stitching a client’s new interior that will be fitted to the aircraft

ASED in the Skysource International hangar, EAR has

African operation provides quality maintenance including, but not

over 21 years of experience on most types of projects

limited to: Phase 1 through to 6 inspections, annual inspections,

that involve the assembly and disassembly of complete

airframe, avionics, sheet metal repairs, as well as interior and exterior

aircraft interiors and components. Repair, overhaul,

refurbishment.

component manufacture and maintenance is also

aviation, we work hard to ensure we keep to a reasonable timeframe

undertaken. EAR will also perform modifications to the manufacturers

to have your aircraft ready and serviceable when you need it,” says the

instruction and standards.

Accountable Manager Manny Farinha.

“As we appreciate the time constraints involved in

Executive Aircraft Refurbishment also manufacture and install

Skysource International SA is partnered with Skysource

wool carpets, textile and non-textile floor covering, seat covers and

International LLC, a USA based aircraft sales company and this

do foam building in several varying styles according to customers

partnership opens up the international market to South Africans.

specifications and can apply interior and exterior decals on all different

The association with the USA operation means that Lanseria based

aircraft types. EAR manufacture and install sound-proofing for galleys,

Skysource has access to the world-class experience of the American

overhead stowage bins and seating, overhaul cockpit glare-shields

company and a local access point and experience base for dealing

and manufacture interior window sun-shields and aircraft exterior

with the American FAA. This also enables the South African company

ground covers. EAR also manufactures seat belts and has a seat belt

to source the perfect aircraft for its customers - and to have access

test-rig to be able to issue certificates.

to the USA market for aircraft sales and trade-ins. “If we do not have

EAR has extensive experience on aircraft exteriors and can perform dent removal, paint stripping and complete spray painting of aircraft and components. The company complies with the relevant specifications in aircraft maintenance manuals and also with all the current regulations and standards imposed by the South African Civil Aviation Authority, the Federal Aviation Administration and the European Aviation Safety Agency.

EAR is a sister company to Skysource International South Africa which is a South African Civil Aviation Authority (SACAA) approved Aircraft Maintenance Organisation, which also has a USA FAA Approved Maintenance and Repair (MRO) facility located in the United States. Skysource International South Africa is based in Hangar 203, accessed through Gate 5 at Lanseria International Airport.

Specialising in turboprop aircraft, Skysource International’s South

88 November 2019 | www.saflyer.com

an aircraft you need in our inventory, we will source it for you.” Manny

j

says.

COMFORT & QUALITY AIRCRAFT REFURBISHMENT Tel: +27 (0)10 900 4300

refurbishment and modifications

and second line maintenance of Turbomeca,

Beechcraft aircraft. He is supported by

including avionics and electrical

Allison and Lycoming engines.

handpicked staff all of which have similar

installations.

We have a large spares inventory held in

ethics and passion and continuously strive

Contact Hangar One on:

stock, and airframe components and engine

for excellence.

Tel: 011 824 2680/1

modules are available as required through an

Email: renier@hangarone.co.za

overseas network.

Their quality workmanship is governed by stringent internal quality and regulatory audited

control,

ensuring

regulatory

compliance. The host of services now offered

by Hangar One include: •

Mandatory

Periodic

Inspections

(MPIs)

Heli-Afrique can also facilitate the sale of used helicopters, export/import, customs and

HELI-AFRIQUE Heli-Afrique, SACAA AMO 830, holds in

shipping formalities.

excess of 40 years of collective experience in

Hanger two, adjacent to hanger 56,

the maintenance and overhaul of helicopter

provides full hangarage for helicopters and/

components and airframes.

or aeroplanes for clients on a monthly basis.

•

Aircraft phase inspections

•

Out of phase inspections

Park Ext 4, Rand Airport, our primary hangar

The following CAA approvals are held

•

A through C checks and the

provides general helicopter maintenance,

by Heli-Afrique: SACAA #830, Republic of

incorporated

upgrades,

Zambia, Zimbabwe and Lesotho.

•

Based at Hanger 56, 10 Viking Way, Airport

Airworthiness

repairs,

modifications,

major

Directives, Service Bulletins and

inspections, interior/exterior refurbishing, and

Mandatory Service Bulletins.

respray of helicopters.

Full range of piston, warbird and

Office space is also available if required.

Contact Tino Conceicao at Heli-Afrique on:

Heli-Afrique is the alternate AMO to Airbus

Tel: +27 (83) 458-2172 or 27 (83) 446-

classic aircraft

Helicopters and TURBOMECA engines in

•

Aircraft recovery

Southern Africa, and as such specialises

0066

•

Aircraft weighing services

in maintenance of the full Airbus Helicopter

Email: tino.conceicao@heli-afrique.co.za

•

Pressurisation checks

range.

Website: www.heli-afrique.co.za

•

Pre-purchase inspections

•

Import and export C of A

helicopters: R22 and R44, and we carry out

•

Hangarage

maintenance on the McDonald Douglas MD

•

Management of engines, propellers,

600 and others. Furthermore, Heli-Afrique

landing gear and APU overhaul,

holds licence validation to carry out first

+27 (11) 827-8632/3 (land lines)

We are a service centre for Robinson

www.flightdeckinst.com Brand new state of the art facility at New Tempe Airport, Bloemfontein

SA Flyer 2019|11

COMPANY PROFILES

and has focussed much of his career on

Flightdeck Instrument Systems are now South African dealers for Levil Aviation.

• • • • • • •

Instruments overhaul & repairs Avionics installations Autopilot installations & repairs Panel revamps & upgrades Plug & play non certified panels EFIS systems installations Engine monitoring systems

Agents for Levil Aviation, JPI, Aircraft Spruce, MGL Avionics, Aspen Avionics installer

90 November 2019 | www.saflyer.com

CONTACT: Andrew Bennetts 073 513 3205 051 451 9057 andrew@aibloem.co.za

M AND N ACOUSTIC SERVICES (PTY) Mistral Aviation is an independently

LTD M and N Acoustic Services (Pty) Ltd performs SANAS accredited calibrations on

owned company and has always traded as Mistral Aviation Services.

acoustic, human vibration, vibration and DC/ LF measuring equipment.

We are in no way linked with Mistral Aviation, based in the DRC, or any other

The laboratory operates according to the

companies with similar names.

ISO/IEC 17025:2005 Specification for the

Contact Details

competence of calibration laboratories and

Phone 081-755-2534

also according to the requirements of the

Fax 011-395-1291

South African National Accreditation System

E-Mail: Peter@mistral.co.za

(SANAS).

Website: www. mistral.co.za

They

do

accredited

calibration

on

Address

acoustic and vibration measuring equipment

Safair Campus,

and/or transducers, and certificates with

Northern Perimeter Road,

usable results for the end user (user specified

OR Tambo International Airport

points).

Bonaero Park

Our electrical calibration capabilities

Kempton Park

include but are not limited to: •

Handheld

and

bench

meters

(analogue and digital) up to 6 ½ digits •

Thermocouple

and

RTD

Thermometers (simulation) •

Process Calibrators (mA and Volt source and measure)

•

Data Loggers

•

Strip and Chart Recorders

•

Watt Meters

than 30 years’ experience in design, and

•

Current Clamps and Clamp Meters

manufactures

•

Panel Meters

helicopter dollies, tow bars and towing tugs

•

High Pots - Insulation Testers

for all types of helicopters.

•

Power Supplies

•

Graphical multimeters

•

Calibrates a wide variety of electrical

•

SKY-TECH Sky-Tech ground equipment has more ground

handling

wheels,

We specially design the wheels to be rugged for Africa.

We convert hydraulically operated wheels

test equipment

to mechanically operated wheels on the

Resistance calibrator (decade box),

Eurocopter and Bell helicopter range.

capacitance meters. Loop Testers, Earth resistance Testers

We also represent Aces Balancing Equipment from Knoxville Tennessee USA.

Contact M and N Acoustic Services on:

With the equipment Shy-Tech does

Tel: 012-689-2007/8

propeller balance, helicopter track and

Email: admin@mnacoustics.co.za

balance, and engine vibration. It is the approved equipment for: CFE Company, General

Electric,

Honeywell,

McCauley

Propellers, Pratt & Whitney Canada, Robinson Helicopter Company, Rolls-Royce, Allison, Williams International and Turbomeca.

We provide on the job training and

MISTRAL AVIATION SERVICES Mistral Aviation was founded in 2002 with the aim of addressing thehigh cost of

consulting on the equipment and on all balancing.

operating aircraft thousands of miles from the original equipment manufacturers. (OEM).

At Mistral we believe that by utilising the favorable labor rate and localexpertise within

The equipment is designed to be rugged and user friendly for aircraft maintenance engineers, giving fast solutions, saving time and flying costs.

South Africa, the cost of importing the spares can be offset whilst producing a product

For more information, contact Sky-Tech on:

comparable to that of the European and US

Tel: 082 720 5210

facilities.

Email: sky-tech@telkomsa.net

91 www.saflyer.com | November 2019

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Contact Southern Rotorcraft cc on:

every expectation. Backed by a team of

Tel no: +27 (0) 219350980

experienced, SACAA-certified engineers, we

spray painting and upholstery for the past 19

Email: sasales@rotors-r-us.com

guarantee performance for our fleet of 13

years. They offer an outstanding service to

Website: www.rotors-r-us.com

Boeing 737 classics, as well as those who

SKYTRIM Skytrim has been specialising in aircraft

the aviation industry and pride themselves

trust us to keep their fleets going strong.

in providing the finest quality interior and

Our engineers are licensed and type-rated

exterior refurbishments using only the best

on B737 and MD 80 series aircraft, allowing

quality aviation approved materials.

us to offer C checks, line maintenance, flying

At Skytrim, quality workmanship and

techs and maintenance planning. We work

customer satisfaction are top priorities, and

closely with third-party AMO for wheel and

the team honours its commitment to honesty and integrity.

brake servicing to provide limited third-party maintenance.

HARTZELL PROPELLER INC.

Skytrim has designed tailor made colour

Hartzell Propeller Inc.is the global leader

Although our primary focus lies on aircraft

schemes on both helicopter and fixed wing

in advanced aircraft propeller design and

performance, we also believe in fostering

aircraft. Every new design is tackled with

manufacturing technology. Due to their

up and coming talent. We mentor young

commitment and enthusiasm, no matter how

concentration and commitment to propeller

engineers that show promise and passion

difficult.

driven aviation, they are the supplier of choice

through

for nearly every major aircraft manufacturer.

provides invaluable experience.

Skytrim Aircraft Refurbishing operates out of Hanger 10, Rand Airport, Germiston.

an

extensive

programme

that

The company traces its history to 1914

For more on our approach to service

Contact Skytrim on:

when a relationship between Orville Wright

excellence and how we can help you, please

Tel: +27 827 6638

and Robert Hartzell led to the manufacture

get in touch with us today.

Email: rico@skytrim.co.za

of the first Hartzell airplane propeller in 1917.

Contact: lieb@starcargo.co.za or peter@

Website: www.skytrim.co.za

The company’s founding principle of ‘Built

starcargo.co.za Tel: 011 395 3756 and 011

on Honor’ has been central to its corporate

973 5512

values from the very beginning.

Today, Hartzell aircraft propellers are produced of

using

certification Southern Rotorcraft USA, is an FAA certified

repair

station

specialising

in

innovative

engineering

skills

manufacturing

SOUTHERN ROTORCRAFT

an

sophisticated

and

world

technologies.

blend

analytics, class Hartzell

Propeller Inc design for safety, performance and reliability. With more than a century they

have

Joc-Air t/a The Propeller Shop is one

Rolls Royce 250 Series engine repair and

of

unmatched

of South Africa’s leading aircraft propeller

overhaul, as well as Bell component repair

engineering expertise and offer a wide range

maintenance organisations, operating since

and overhaul.

of products that utilize both aerospace grade

1992.

Southern Rotorcraft USA also offers

experience,

THE PROPELLER SHOP

alloys and advanced structural composites.

The

Propeller

Shop

is

a

certified

engine and component exchange pool

Contact:

maintenance organisation that specialises

services, pre-purchase inspections, USA

Hartzell Propeller Inc.

in Aircraft Propeller Maintenance, including

export Certificate of Airworthiness, helicopter

One Propeller Place

Propeller Overhauls, Midlife Inspections,

rebuilds and refurbishment, and disassembly,

Piqua, Ohio 45356

Field Repairs, Refurbishments, Dynamic

packing and shipping.

Toll-free for North America:

Balancing, Inspections & Repairs. They

1-800-942-7767

are approved for Hartzell, McCauley and

25,000 sq. ft facility, which has a state-of-the-

International:

Sensenich.

art NDT department – additional equipment

+1 (937) 778-4200

Southern Rotorcraft USA occupies a

With a well-equipped team of ten

to its machining department, bleed valve and

engineers, the company’s goal is to offer a

fuel nozzle overhaul, helicopter spray paint

safe, swift, and cost-effective prop service

booth and engine test cell.

for all their customers. They operate from

Our inventory for the Rolls Royce 250

a modern work-shop based at Lanseria

Series engines and the Bell 206B and L

International Airport, Hangar 36, Gate 13.

helicopters are available to the industry via our website: www.rotors-r-us.com.

The Propeller Shop will collect and STRIVING FOR 5-STAR EXCELLENCE

deliver propellers for maintenance anywhere

Southern Rotorcraft CC, based at Cape

Whether it’s our own aircraft or those of

Town International Airport, sources and

our clientele, Star Air Cargo is an industry

in Gauteng.

Contact The Propeller Shop on:

supplies spare parts for Rolls Royce 250

leader that settles for nothing less than

Tel: 011 701 3114 (Andre)

engines and Bell 206 helicopters, and we are

total distinction. Marcel Liebenberg and

Cell: 082 743 0086 (Leon)

also stockists of Avid Air carbon fibre lined

Peter Annear have driven engineering

Email: joc.air@icloud.com

compressor cases for the Rolls Royce 250-

and service excellence alongside reliable

Website: www.joc-air.com

C20B compressors.

service that delivers on time and in line with

Or visit them at Hangar 36 at Lanseria.

93 www.saflyer.com | November 2019

COMPANY PROFILES

TYNAY AVIATION Tynay Aviation is a turbine aircraft

•

Bombardier Dash 8-100 Series

flight planning or refuelling services or

•

Zambian CAA approvals for A, B,

sourcing and delivering parts, Velocity

C and W

Aviation handles every situation in a positive, professional and personalised manner.

maintenance organisation based at Lanseria International Airport. Started in November

•

Beechcraft 90 Series

2009, after a gap in the market was noticed:

•

Beechcraft 200 Series

providing a personalised service to owners or

•

Beechcraft 1900D Series

Velocity Aviation parts division as a direct

operators at a market related cost.

•

Pratt 7 Whitney engines for the

distributor,

relevant type

organisation

With a compliment of 14 hands-on staff,

Several manufactures have appointed agent, has

or

franchisee.

extensive

The

inventories,

we pride ourselves on the fact that we

Contact Tynay Aviation on:

including Goodyear Aviation tires and tubes,

provide a high-quality cost effective and

Tel: +27 (11) 659 1157

BP aviation lubricants and turbine filters, new

efficient service to the turbine aircraft market,

Website: www.tynay.com

and overhauled avionics and components

evidenced by our continued growth.

Velocity Aviation guarantees the fastest

to deliver exceptional service with regards

and most efficient response to their customers’

South Africa Civil Aviation approvals

to Flight Clearances, Ground Handling, and

needs and requirements, and maintaining an

for Category A, B, C and W

Aircraft Parts.

exceptional level of service has allowed the

Tynay’s

services

provided

included: •

and general parts and accessories.

VELOCITY AVIATION Velocity Aviation was created in 2007

Today,

With the primary focus of creating a

company to evolve from a local company to

•

Beechcraft 90 Series

•

Beechcraft 200 Series

service unique to the African continent,

•

Beechcraft 300 Series

the company’s accuracy, efficiency and

Contact Velocity Aviation on:

•

Beechcraft 1900 Series

professionalism are always combined to

Tel: +27 11 659 2306

•

Cessna 208 Series

match and adapt to the client’s needs in order

•

Pratt and Whiney Engines for the

to exceed their expectations.

relevant Aircraft Types

Whether

it’s

global organisation.

Cell: + 27 78 051 6586 / + 27 082 872 3263

providing

passenger

Website: www.velocityaviation.co.za

assistance, aircraft charter and management,

Specialists on Piper parts but can source any Cessna, Beechcraft and light aircraft parts.

We are able to help customers with an array of “hard to find” items which we import according to their requirements.

We are distributors of Aeroshell and stock a wide selection of oil and grease. We also carry alclad, tires, tubes, hose, 4130 tubing, aircraft sheet metal, bolts, nuts, rivets, air filters, oil filters, spark plugs, aircraft logbooks etc.

www.acgs.co.za

SA Flyer 2019|07

YOUR ONE STOP SHOP FOR ANYTHING NEEDED IN THE LIGHT AIRCRAFT INDUSTRY.

Contact Eric or Hayley - 084 857 6414 or 067 154 2147 eric@acgs.co.za - hayley@acgs.co.za Situated in Building B7, Rand Airport. Next to Aviation Rebuilders.

94 November 2019 | www.saflyer.com

GUARDIAN AIR GUARDIAN AIR

Guardian Air is a trusted VIP air charter and aircraft management company, providing a suite of specialised services to meet the discerning needs of global business travellers, tourists and adventurers.

GG

uardian Air, operating from uardian operating LanseriaAir, International Airportfrom in Lanseria International Airport South Africa, offers Global VIP in South Africa, offers Global VIP charter, comprehensive aircraft man-

agement and maintenance solutions to charter, comprehensive aircraft aircraft owners and organisations alike, management and maintenance solutions as air owners ambulanceand services to two toas well aircraft major, private emergency careair organisations alike, as medical well as ambulance companies. services to two major, private emergency medical care companies.

Guardian Air (PTY) Ltd started as an aviation asset management company Guardian (PTY) Ltd started as an in 2009.Air Today through their subsidiary, aviation asset management company in Guardian Air Asset Management, have 2009. Today through their subsidiary, international and domestic operating Guardian Air Asset Management, have licences issued by the South African international and domestic operating Department of Transport as well as a licences issued by the South African non-scheduled Aircraft Operating Department of Transport as well as a Certifi cate which is endorsed for non-scheduled Aircraft Operating aeromedical transfers.

Certificate which is endorsed for aeromedical transfers.

As aircraft owners themselves, they can Asidentify aircraftwith owners themselves,needs. they can their customers’ identify with their customers’ needs.

Guardian Air aircraft is serviced by their own in-house maintenance division, Guardian is serviced by their GuardianAir Air aircraft Maintenance (PTY) Ltd. own in-house maintenance division, Aircraft types endorsed on the operating Guardian Air Maintenance (PTY) Ltd. licence: Aircraft typesKing endorsed on the operating Beechcraft Air 200 licence: Dassault Falcon 20 Dassault Falcon 50EX Beechcraft King Air 200 Dassault Falcon 900EX Dassault Falcon 20 Hawker 700A/800A Dassault Falcon 50EX Dassault Falcon 900EX Please700A/800A contact their 24/7 operations team Hawker for VIP charter, air ambulance services or any other enquires.

Please contact their 24/7 operations team for VIP charter, air ambulance services or any other enquires.

Guardian Air lives by this motto: “Throughout the company, there has been a big push in being transparent.

We work closely with clients to find the best solutions for their needs”

Global VIP Charter Global Air Ambulance Aircraft Management Aircraft Maintenance

loc Lanseria International Airport tel +27 11 701 3011 24/7 +27 82 521 2394 web www.guardianair.co.za lic CAA/I/N283, AMO1401

95 www.saflyer.com | November 2019

96 November 2019 | www.saflyer.com

FlightCm African Aviation

WESTAIR

Edition 133 | NOVEMBER 2019

SPREADS ITS WINGS TO CAPE TOWN

HOW BUSY IS THE AUTOPILOT?

FACE TO FACE WITH FLYSAFAIR'S ELMAR CONRADIE

SAAF BUDGET SLASHED AGAIN! PRICE: United States Dollars $3.50 | South African Rands R39.50 | Kenyan Shillings KES 300.00 | Nigerian Naira NGN600.00

2-4 July 2020 Wonderboom National Airport,, Pretoria, Tshwane, South Africa

www.aerosouthafrica.com

The African Show For General Aviation AERO Friedrichshafen and Messe Frankfurt South Africa have joined forces to bring you AERO South Africa, the largest general aviation trade show on the continent.

The event will expose visitors to the latest advances, developments, products and services from exhibitors in the aviation industry.

Why exhibit at AERO South Africa?

AERO South Africa gives your company the opportunity to: Interact with industry professionals and buyers Generate new sales leads Nurture relationships and interact with your customers Create brand awareness Launch new products and services to the industry

Organised by

In co-operation with

Better solutions and services for your World.

From state-of-the-art trip support to payment card programmes and reliable into plane fuel delivery, MH Aviation Services, based in Johannesburg, is Africa’s most innovative aviation services partner.

Join the 8,200 flight departments who depend on our bespoke global solutions and local expertise to take their success to new heights.

Fuel | Trip Support | Card and Reward Programmes | Logistics | Planning

Discover our Flight Operation Solutions 24/7 Support: +27 82 940 5437 Office: +27 11 609 0123 tsopsafrica@wfscorp.com mhaviation.co.za

Ed's note...

NOVEMBER 2019 Edition 133

5 Bush Pilot - Hugh Pryor 7 GIB Events 10 Airlines - Mike Gough 11 New Arrivals

15 Defence - Darren Olivier 17 Heli Ops - George Tonking 25 African Transports

29 AOPA Briefing 31 Around Africa in 60 days: Part 3 33 AEP AMO Listing 39 Gryphon Flight School Listing 41 AME Directory 42 Back Pages 43 Federal Airlines Charter Directory 45 Industry Update

I

ATA has released its latest calculations of the value of air transport to Africa. The numbers are so big as to be essentially meaningless but, for the record, IATA’s rigorous calculations show that aviation supports 6.2 million jobs and $55.8 billion of GDP in Africa.

Africa should have the second fastest aviation growth of all IATA regions; 4.6% annual growth over next 20 years. And for the Greta Thunberg fans, aviation also plays a central role in achieving 15 out of 17 Sustainable Development Goals.

Focusing just on South Africa with its relatively liberal aviation policies, the aviation industry enables US$8.8 billion dollars in tourism, US$150 billion in Foreign Direct Investment and US$104 billion in exports – all key components of the South African economy.

The reason I risk boring you with these figures is that aviation really is big business and it is essential to the growth of every African country. Yet the most surprising thing is that African governments take the industry for granted and when they find themselves having to manage and grow the industry, they usually wreck it.

The disaster that is Air Namibia is a case in point. The Namibian government has had to go hat in hand to its aircraft lessors asking them to take back its planes and cancel the leases. This will cost the airline a further N$2.5 billion, on top of the long history of losses the airline has incurred due to poor management and government interference.

However, the Namibian government at least appears ready to take the pain of shutting the airline down or selling it off, unlike the SA Government which is allowing the two

Publisher Flyer and Aviation Publications cc

SALES: +27 (0)72 900 2023

Managing Editor Guy Leitch guy@flightcommag.com

ADMIN: +27 (0)83 607 2335

Advertising Sales Wayne Wilson wayne@saflyermag.co.za Layout & Design Emily-Jane Kinnear 70

3

FlightCom Magazine

Postal Address P O Box 71052 Bryanston, 2021 South Africa

TRAFFIC: +27 (0)81 039 0595 ACCOUNTS: +27 (0) 82 875 9630

suppurating sores, namely SAA and SAX to continue to fester.

But of even more concern is the failure of government at a local level to appreciate the value of their aviation assets. I am being bombarded with reports of mid and small sized airports falling apart, or literally being stolen. Lesotho’s Maseru airport is operated by a prominent South African political family, yet the airport has been allowed to deteriorate to the point where its survival is threatened. Pretoria is South Africa’s capital, yet the Pretoria City Council has turned a once vibrant Wonderboom Airport into a dysfunctional joke without fuel, with unreliable navigation aids, dirty toilets and as I write this, the doors to the airport building are broken.

Regional airports are faring even more badly: Richards Bay is a key harbour, yet facilities have not been maintained and the world class engine shop has left. At smaller airports such as Estcourt that were the hub of gliding, which is key to developing the future generation of pilots, the infrastructure has been stolen – hangars, terminal building fencing – the lot.

What these smaller local authorities do not seem to understand is that their airports are the key to their city’s growth. If investors cannot fly in, then they will invest elsewhere. And thus, Africa continues to fail to fulfil its potential – and its generous, warm-hearted people grow hungrier.

Guy Leitch

© FlightCom 2019. All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.

Editor

JET & TURBINE SALES EXPERT Led by Maartin Steenkamp and his experienced team, the company has over 60 years of experience in providing the best advice and solutions to companies and individuals looking to operate corporate jets. From single engine turboprops to long range corporate jets and airliners, Ascend Aviation is able to provide the right solution for every need.

Contact Maartin Steenkamp: C +27 (0)82 807 6701 Pierre Kieser C +27 (0)82 577 7815 T +27 (0)11 064 5624 F +27 (0)86 673 9129 E sales@ascendaviation.co.za

SA Flyer 2019|03

For our list of available aircraft head over to our website www.ascendaviation.co.za.

Industry Update Owen Heckrath

AIRBUS UPBEAT ON NEW AIRCRAFT Airbus expects the worldwide passenger and freighter aircraft fleet to more than double in the next twenty years, the company said in its Global Market Forecast (GMF) report for 2019-2038.

T

HE Airbus 2019 annual GMF report, titled “Cities, Airports & Aircraft,” forecasts a need for 39,210 new aircraft by 2038: 25,000 to support a projected annual air traffic growth of 4.3 percent and 14,210 to replace aging models.

The GMF also anticipates 550,000 new pilots and 640,000 new technicians will be needed over the same time period.

According to Airbus, the GMF considers factors including demographic and economic growth, tourism trends, oil

prices and development of new and existing routes. The 2019-2038 forecast segments operations based on aircraft capacity, range and mission type. Under that standard, of the 39,210 new aircraft projected to be needed, 29,720 will fall into the Small category (range up to 3,000 NM), 5,370 Medium (range up to 5,000 NM), and 4,120 Large (5,000+ NM range).

“The 4 percent annual growth reflects the resilient nature of aviation, weathering short-term economic shocks and geopolitical disturbances,” said Airbus Chief Commercial Officer and Head of Airbus International Christian Scherer.

“Economies thrive on air transportation.

People and goods want to connect.” 

PILOT ALARMS RE-VISITED The NTSB recently issued a report asking the FAA to ensure aircraft regulators and designers consider the effects of multiple cockpit alarms and what can happen when pilots don’t react as expected to emergency situations.

Multiple alarms.

5

FlightCom Magazine

A

CCORDING to the NTSB, the report’s seven recommendations stem from its support of the ongoing investigations by Indonesia’s Komite Nasional Keselamatan Transportasi (KNKT) and the Aircraft Accident Investigation Bureau of Ethiopia into the fatal crashes of Ethiopian Airlines Flight 302 on March 10 and Lion Air Flight 610 on Oct. 29, 2018.

“We saw in these two accidents that the crews did not react in the ways Boeing and the FAA assumed they would,” said NTSB Chairman Robert Sumwalt. “Those assumptions were used in the design of the airplane and we have found a gap between the assumptions used to certify the MAX and the real-world experiences of these crews; where pilots were faced with multiple alarms and alerts at the same time.”

The recommendations include ensuring

that system safety assessments for transportcategory airplanes “consider the effect of all possible flight deck alerts and indications on pilot recognition and response” and incorporate design enhancements, pilot procedures, and training requirements to “minimize the potential for and safety impact of pilot actions that are inconsistent with manufacturer assumptions.”

The board also recommended the development and incorporation of tools and methods for use in validating assumptions about pilot recognition and response to safety-significant failure conditions as part of the design certification process. Along with development and implementation of design standards for “aircraft system diagnostic tools that must improve the prioritization and clarity of failure indications (direct and indirect) presented to pilots to improve the timeliness and effectiveness of their response.” 

IMAGINE IT AND WE’LL GET YOU THERE

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SA Flyer 2018|10

CONTACT:

BUSH PILOT HUGH PRYOR

MOSES With President Paul Kgame as a ‘benevolent dictator,” Rwanda may now be the poster child for a successful African country. However in 1994 the horrific mass-slaughter of Tutsis and moderate Hutus had left one million dead and two countries in tatters.

T

HE stench of death hung in the air around Burundi when I was tasked to go to Bujumbura to fly a De Havilland Twin Otter in support of the International Committee

of the Red Cross.

I was employed by a South African company and my co-pilot was of South African descent. His name was Moses and he had just completed the course as a cadet with South African Airways and was filling in time before a right seat became available on their fleet.

He looked at me as though I was some antediluvian dinosaur. “I want us to do legfor-leg from now on...so I flew us up from Bujumbura and I want you to fly us back down.”

Moses looked at his feet and slowly shook his head. “I can’t do that,” he said and then looked up at me.

“Why not?” I asked, in some surprise.

“I’m only a co-pilot,” he replied. “I am not supposed to fly the aircraft.”

I was puzzled. “Confirm that you have a full Airline Transport Pilot’s License.”

“That is affirmative,” he nodded “And you have more than 1500 hours

I wouldn’t want any of my friends to see me drinking beer with a white man.

I met him at Bujumbura airport, but our conversation was restricted because, like many of the younger generation, Moses was permanently plugged into his music, even in the aeroplane.

Our first flight together was to a place called Gitega, up into the mountains to the east of Bujumbura. It was beautiful countryside with the rounded shoulders of the high hills wreathed in ordered cloaks of tea bushes. The atmosphere of peace and civilisation contrasted intensely with the unbridled brutality in the valleys below.

After landing at Gitega I decided that it was time for Moses and I to ‘have a word’, so I suggested that he unplug for a moment so that we could have a chat. With a rather reluctant shrug he removed his earphones and gave me a look which said, “So what am I doing wrong now?”

“Listen Moses,” I started, “I don’t want you to wear your music on the flight deck.”

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in command and a current Instrument Rating?”

“I have one thousand seven hundred and seventy-two hours total time and I have a current instrument rating.”

“And you have carried out more than six takeoffs and landings in the past six months?”

“That is correct,” said Moses.

“OK, then you can fly us back to Bujumbura.”

Moses stared at his feet again and shook his head.

“Well if you are not going to fly us back, then we are going to be here for a very long time...because I Am Not Flying Us Back!”

Slowly Moses raised his head and nodded again. This time there was just the hint of a smile as he thrust his earphones into the pocket of his bush jacket, along with his music.

“Pheewww! Thank goodness for that!” I

laughed as I cuffed his shoulder. “I forgot to bring my tobacco!!”

Then, as if to formalise our new status, he held his hand out for me to shake before we flew back to Bujumbura and Moses performed with obvious skill and enjoyment.

After that we swung comfortably into the ‘Leg-for-Leg’ routine and became great friends.

Moses found a new girlfriend, called Arlene who was the daughter of the Burundi Ambassador to Belgium. She had been educated in Belgium and the U.K. and took us under her wing, like a mother hen. She was pure gold, with a sprinkling of diamonds.

Life carried on very comfortably for a couple of months and then we had a change of crew. Mo was going on leave to Jo’burg and I was also going there for my Crew Recurrency Training.

“Tell you what, Mo...why don’t you give me your mobile number and I will give you a shout when I get to Jo’burg and we could meet up for a beer.”

Mo’s eyes shifted away as though clouded by a mist of embarrassment.

“Don’t worry Mo,” I assured him, “I won’t impinge on your home life. We could meet up at the bar in Lanseria Airport.”

“Oh no.” Mo looked me in the face, “It’s just that I wouldn’t really want any of my friends to see me drinking beer with a white man.”

So we had to wait for our beers until we were back in Burundi...then our friendship went straight back to ‘normal’.

Later on, Mo and I flew together in various other dangerous theatres and to this day I find it strange that he and I could only really be ourselves when we were far away from home and in challenging circumstances. 

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AIRLINES MIKE GOUGH

NO SUCH TH I NG AS A STU PI D

QUESTION ‘There is no such thing as a stupid question’ is a statement I often make while talking to the public about flying, or when briefing students during a simulator session or an elementary training flight at Lanseria.

Well, I lied.

decide on the fuel uplift, conduct the external

Are all these switches for real?

T

HERE is no shortage of stupid questions – but everything is relative. A lot depends on your mood as to how you respond to what would be more common sense than a technical aspect requiring an in-depth explanation.

“What do you guys do, apart from watching the auto pilot do all the work?”

Well, exactly that. We simply ease back in our seats, order a cup of coffee and watch the autopilot check the weather, read up on all the NOTAMs (Notice To Airmen) that will affect our route, do the flight planning,

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pre-flight inspection of the aircraft and complete the entire cockpit set up (all those buttons and knobs on the panel and the overhead console are just for show, you know).

Then we sit enthralled as the auto pilot calls air traffic control (ATC) for the departure clearance, which it then programs into itself and checks if everything is correct and that the gross-error check computes with the fuel on board.

The way it communicates with the ground engineer is a thing of beauty, and the push-back and engine start is handled perfectly.

The decision-making on the ground and in the air is flawless, and the gusty crosswind automatic take-off complies exactly with prescribed Airbus procedures.

I could go on, but I trust the irony is evident…

To be kind to the originators of the automation-based questions, a peek into the cockpit when the aircraft is straight and level in the cruise may give the impression that we are relaxed and shooting the breeze with each other while the automatics take care of things.

I’ll attempt to summarise the purpose of an autopilot in a jet transport aircraft – or any complex aircraft for that matter.

Generally, there are two separate autopilot systems in an Airbus and the narrow-body Boeings. There may be up to three fitted to the wide-bodied Boeings.

They are capable of being engaged by the flight crew when required after takeoff and before (or after) landing. They primarily carry out the stick-and-rudder functions, provided the crew direct it through physical inputs to the auto flight system or through the Flight Management System (FMS), which provides a huge amount of information to an array of aircraft systems, one of which is the autopilot.

So, when we need the basics taken care of, we engage an autopilot with the appropriate mode relevant to the phase of flight. If we have any change to deal with, we must update what we want the autopilot to do, manually or through the FMS. Unsurprisingly, it cannot understand English and it cannot think or make

decisions. That bit is for us ‘underworked’ aircrew.

The fact that all transport category aircraft have autoland capability must surely be proof of the fact the autopilot is able to replace the flesh-and-blood pilot?

The autoland process places a huge amount of pressure on the crew, as opposed to relieving them of it. The fact that we are expecting it to do something out of limits at any stage of the approach keeps us on our toes, and we have to watch it like a hawk, hands and feet on the controls in anticipation of having to intervene at the last moment.

This intervention can take the form of disconnecting the autopilot and landing manually, or disconnecting and commencing an immediate go-around – neither of which are a lot of fun. I’ve had to do a few of both in the past.

Probably the most cynical questions in this regard come from those with a little bit of flying under their belts, normally in simple light aircraft, where the concept of ‘flying’ consists of moving the control column, rudder pedals and throttle.

Dynamic decision making is something that’s been read about on the interweb, and the most demanding system related requirement is remembering to change fuel tanks every now and then.

I have been regaled by a private pilot licence holder about how superior his stick-and-rudder skills are compared to the typical airline pilot as he does all the flying all the time during those 50 to 80 hours he does annually. Not a particularly bright statement.

The average airline pilot would do between 750 and 1000 hours annually, in all weather conditions, up to maximum crosswind limitations, onto wet and contaminated runways. This would be apart from the 16 hours of annual recurrent simulator training that covers all aspects of manual flying, interspersed with major failure scenarios and decision-making assessments.

My PPL friend could not remember if the Cherokee he flies has a cross wind limit, let alone what the actual figure is.

On another subject – I have been accused of turning down the oxygen to save money in the cruise. That’s right. That giant oxygen cylinder we have on board to supply hundreds of people with breathable air for hours on end…sorry – I’ll try to stop the sarcasm.

The air that we all breathe (yes, the cockpit ventilation is part of the same system as the cabin – we are not special) is

actually the outside air that we encounter up at 39,000 feet. It is the same air that we breathe when we are chilling on the beach, just there is a lot less of it up at altitude.

More specifically, it is a lot less dense, which means the nitrogen and oxygen molecules occupy a much larger volume – or are more spread apart – than at sea level.

The magic that sorts this out is called the pressurisation system. This cunningly scoops outside air into air conditioning packages (‘packs’ for short), and pumps this into the air-tight structure of the fuselage.

As physical airflow is vital for survival, there is a device called an outflow valve, usually near the rear of the cabin, which for most of the time is in the mostly-closed position to force the air inside to build up to a pressure equivalent to being a little higher than Johannesburg – around seven to eight thousand feet above sea level.

The most critical single-point of failure in this system is the outflow valve itself. If this device ceases being controlled by the automatic cabin pressure system, it will

default to the second system. If this one goes on strike as well, we then directly control it from one of those many knobs on the overhead panel (Yup, I lied – they’re not really for show) in manual mode.

Any one of these three systems would allow us to complete the flight. If the manual system fails, then we are in for a depressurisation and the passengers get to grab a mask as the cabin turns into a rubber jungle. The rest is as per that safety briefing to which no-one listens.

Where we do allow economics to get involved, is when we are below a certain passenger occupancy level, the pack flow rate is marginally reduced which puts less demand on each pack. This results in a 0,2% improvement in fuel burn. So yes, we do reduce the flow rate, but no-one would know the difference in the back – just slightly less breezy.

The packs are powered by compressed air (bleed air) which is taken from a specific stage of the compressor section of the jet engines. This in turn slightly reduces the

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efficiency of the engine, which is why we switch off the air conditioning for take-off.

Turbulence: “We dropped hundreds of feet – I thought we were going to die!”

Possible, but highly unlikely. There are a few different types of turbulence.

The most common that is felt on just about every flight is the mechanical and thermal turbulence caused from wind and temperature variations from ground level up to around ten thousand feet. This is more pronounced during summer and is generally what gets passengers throwing up when flying in a light aircraft.

Higher up, we can encounter Clear Air Turbulence (CAT), which is exactly that. Nothing visible either outside or on our weather radar but it can be quite uncomfortable.

Around ten years ago, while over the Atlantic Ocean, we encountered moderate CAT. The descriptions of turbulence are mild, moderate and severe. Mild may spill

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the coffee. Moderate gets things moving around the cabin and cockpit with some enthusiasm. Severe can result in permanent structural deformation (wing falls off).

In this case, we had significant movement of items in cockpit, such as the contents of my flight bag were flying around, and an apple hit the overhead and whacked down on my hand on the thrust levers.

This continued for around 30 minutes, despite several changes of flight level, both up and down. However, even in this situation, the abrupt short-term change in altitude may have only been about 20 or 30 feet, not hundreds of feet. Everyone was a bit green after that one.

Another form of turbulence is through an encounter with convective weather, such as a thunderstorm. This can be really exciting – in the wrong sense – and the only way to not get shaken until stirred is by avoiding them altogether. Our weather radar is our biggest ally in this regard, but it

has its limitations.

Primarily, weather radar only detects moisture, specifically water droplets. In sufficient concentrations, this shows up as red on our radar display, and sometimes a bit of purple as our Doppler radar detects turbulence in the form of lateral movements of particles.

Thus, dry hail does not show up at all, and can really spoil one’s day. There are plenty of pictures available of aircraft that have flown through hail, and they are not pretty. This type of convective encounter is where hundreds of feet of height loss (or gain) may occur.

I suppose I should stop de-mystifying the dark art of aviation. Being seen as a wizard of the airways is key to keeping up the notion that we need to be paid handsomely to keep the lesser mortals safe.

Over and Out. 

Industry Update Owen Heckrath

BOEING CREATES SAFETY COMMITTEE

Boeing has created a new safety committee to oversee both design and manufacturing in a move the company said reaffirms its “longstanding commitment to aerospace safety and the safety of its products and services.”

C

ALLED the Aerospace Safety Committee (ASC), this permanent office will be headed by retired Admiral Edmund Giambastiani Jr., former vice chairman of the U.S. Joint Chiefs of Staff.

The committee was approved by the Boeing board back in August.

According to Boeing, “The committee’s primary responsibility is to oversee and ensure the safe design, development, manufacture, production, operation, maintenance and delivery of the company’s aerospace products and services.”

Formation of the committee came as the company finished a five-month internal review of its “policies and processes for airplane design and development.” Among the recommendations are to create a Product and Services Safety organization that would

report directly to upper management and the newly formed ASC; it would review “all aspects of product safety, including investigating cases of undue pressure and anonymous product and service safety concerns raised by employees.”

The board also recommended that Boeing’s ODA (Organization Designation Authorization) teams report up through the Product and Services Safety group, as would the internal Accident Investigation Team.

Crucially, Boeing’s board is calling on the company to realign its engineering teams to report directly to the chief engineer.

Boeing’s statement outlines several other changes in the company’s design and development structure, including a program that would incorporate historical design materials, data and information, best practices, lessons learned and detailed

after-action reports. The board also wants Boeing to partner with its airline customers and others in the industry to re-examine assumptions around flight deck design and operation.

“The safety of the global aviation industry is rooted in its dedication to continuous improvement and learning,” says Giambastiani. “The independent committee review was extensive, rigorous and focused on delivering specific recommendations to ensure the highest levels of safety in Boeing airplanes and aerospace products and services and for all who fly on Boeing airplanes. Boeing has been criticized as having shifted from an engineering-driven company to one where sales and marketing have tremendous influence; this change would be a visible move away from the current status quo. 

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Defence D arren O livier

How long before the SAAF's Gripens and Hawks end up on poles as gate guards?

THE SAAF REACHES A TURNING POINT Twenty two thousand flying hours. Think for a moment, of how much in terms of training, exercising, and operational flying it would allow for.

Now consider this: That’s how many funded hours have been cut from the South African Air Force’s budget compared to a decade ago.

T

EN years ago, even though the SAAF was badly underfunded compared to its mandate, it could still count on receiving enough money in the budget for around 40,000 flying hours, of which around 15,000 were for ‘force employment’ (FE) in support of operations. The remaining 25,000 were for ‘force preparation’ (FP) tasks like training, retaining currencies,

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exercises, and support to other arms of service for the same purpose.

Today the SAAF receives only enough funding from National Treasury for 17,200 flying hours, with 5,000 dedicated to force employment (of which 1,000 is ring-fenced for VVIP flying) and just 12,200 remains for all force preparation flying. Only two years ago that figure was 2,000, of which 20,000 hours were for force preparation flying.

What this means is that within a mere ten years the SAAF has had its flying budget

for all training, exercises, and maintaining of currencies cut in half, despite no reduction in its mandated force size, international and domestic commitments, and required capabilities. Worse, a huge chunk of the cut has happened in the past two years alone, making it impossible to conduct any longterm planning.

To put this into normalised Rand terms: At present the SAAF is allocated a budget of R7.3 billion, of which R3.6 billion, or 50%, goes to personnel costs which are dependent

on pay scales set by Cabinet and a force structure defined in the Defence Review and thus largely outside of the SAAF’s control. Just R2.5 billion is set aside for all operational funding, and R1.2 billion for capital acquisitions. In inflation-adjusted terms, operational funding has more than halved since FY2012/2013, declining by a whopping R3.5 billion.

Moreover, next year all capital funding will be taken away, as detailed in the July edition of this magazine, meaning that the SAAF will somehow have to acquire all of its spare parts, specialised maintenance contracts, and new equipment purchases out of the tiny slice of operational funding that remains.

On top of that, input costs have increased dramatically, both because of the unfunded salary increase pushed through under Minister Sisulu and the declining value of the Rand compared to the US Dollar and Euro. Going back to the 2000 flood rescues, Jet A1 cost around R5.50 in inflation-adjusted terms, today it costs more than double that. Spare parts for aircraft, which are usually priced in US Dollars or Euros, have become twice as expensive as the Rand has lost more than half its value since 2000. So the main direct costs in flying hours, being spare parts and fuel, are now twice as expensive in real terms for the SAAF than they were in 2000. Yet the SAAF has less than half as much money with which to buy them.

Some of these figures have been mentioned before in the April edition of this magazine. What makes them newly-relevant is the unprecedented appearance before Parliament of the chiefs of all of the South African National Defence Force’s arms of service, detailing in painstaking detail just how bad the underfunding situation has become and that dire consequences could no longer be avoided.

The Chief of the Air Force did not hold back in his presentation to Parliament, stating clearly that if the present trend is not reversed then the only outcome would be the SAAF becoming an ‘air wing’ with no assets aside from personnel. He was unambiguous and honest in describing how dangerously urgent and desperate the situation has become.

Indeed, under current and future funding trends, the SAAF may find itself unable to afford operating any kind of air combat capability within the next five years.

And with so little money dedicated for force preparation, flying and maintenance,

an increase in aircraft accidents is surely inevitable despite the SAAF’s remarkable ‘can do’ attitude and commendable approach to safety.

Something has to change, and quickly, before the SAAF goes beyond the point of meaningful recovery. Either more funding must be supplied, which appears unlikely in the present fiscal climate and national debt crisis, or the SAAF’s mandate and force structure must be shrunk to match its level of funding. Even if that means certain types

MTEF allocation is reworked downward in order to allocate more money to other government departments.

It would be impossible to run even a small company with this kind of uncertainty along with having no control over fixed costs. Yet we somehow expect the SAAF to run a large and technologically advanced air force, tasked with a huge range of duties and the protection of a massive set of airspace and huge land and sea borders under the same terms.

SAAF Capability is currently on the Red Plan line.

will have to be retired and some capabilities lost.

We’re also far beyond the point at which the SAAF’s leadership alone can be expected to solve this. Not only is their biggest problem — personnel and base costs — mostly out of their control, but with National Treasury pushing year-on-year and even intra-year cuts, it means that even the detailed planning done inside the SAAF is rendered irrelevant and outdated almost as soon as it’s done.

Military strategic planning takes place on a 30 year time scale in terms of capabilities, 10-15 years in terms of manpower and R&D, 5-10 years in terms of specific near-term technologies, and 3-5 years in terms of budget planning.

In South Africa the Medium Term Expenditure Framework is supposed to be a budget planning instrument to allow departments to plan for the next two to three years with a high level of certainty, but over the past five years the SAAF has been unable to rely on the MTEF for even a single year-on-year transition. Each and every budget cycle the SAAF (and SANDF)

On that note, something it’s important to explain carefully, because it’s so often misreported, is that the SAAF cannot and does not just ‘run out of money’ from year to year, at least not in the way we understand it as regular civilians. The SAAF certainly does not run out of hours in the middle of the year as has been popularly portrayed.

What happens is that the SAAF knows each year ahead of time exactly how much flying it can do within that funded amount, over and above its fixed costs, and it reduces its planned hours accordingly. Barring an unforeseen event or disaster that forces it to fly a large number of unplanned hours, the SAAF plans in March of one year exactly how many hours it will be reporting as completed in March of the next.

As with any government department the Department of Defence’s general account is zero-based, which means that at the end of a financial year any money that is left over in the account is returned to the National Revenue Fund to be re-allocated

by National Treasury for the next financial year. So there’s no such thing as being able to save up contingency funding from year

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Without funding for flying the SAAF may as well scrap its aircraft, as controversially happened with these C160 Transalls.

to year (except for within the highly-limited Special Defence Account for acquisitions) and what you receive at the beginning of the financial year is all you have for that year’s operations.

That’s not the problem. The problem is that as its budget continues to shrink the SAAF will have to keep cutting back on the only variable over which it has real control in order to stay within the allocated budget, namely flying hours, scheduled maintenance, support contracts, highlyskilled contractors, and so forth.

It’s time we as South Africans begin to treat defence as a serious topic of national debate and decide collectively on how much we’re willing to pay for the capabilities we take for granted, or at least expect, from our Air Force. 

w w w. i n ve s m e n t a i rc r a f t . c o . z a

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ADVERTORIAL

FLYING HIGH WITH SANSA

A proper compass swing procedure is necessary to determine Its name may suggest that it’s concerned only with matters

how to measure and compensate for the magnetic field

higher than atmosphere-bound aviation, but the South

of the actual aircraft, which will cause a deviation to the

African National Space Agency (SANSA) performs key

compass reading once located in the cockpit, due to the

services for all aircraft and their operators.

proximity of steel or iron components and by the effects of current flowing in nearby electrical circuits.

The Space Agency has been selected by the International Civil Aviation Organization (ICAO) as one of two regional

A properly conducted compass swing requires a calibrated

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cables, or equipment that produces magnetic fields – to

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as part of its flight planning.

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communication, navigation, avionics and radiation

swinging performed by qualified technicians is essential.

exposure,” says SANSA MD, Dr Lee-Anne McKinnell. “Highfrequency radio communication, as well as ground and airbased navigation systems, can be affected or knocked out entirely by space weather storms. Delicate electronics can also be damaged and radiation exposure poses a hazard for crew and passengers, particularly on long haul flights.”

Space weather can also have a major knock-on effect on airlines and airports.

SANSA’s facility in Hermanus is the only SACAA accredited facility in South Africa that offers this type of service with the necessary expertise and facilities to perform training in the compass swing procedure on site. SANSA has been presenting training courses on the execution of compass swings to the South African Air Force for more than 20 years and recently hosted a five-day Compass Swing Training Course and a three-day Compass Swing Refresher Course.

Another key competency of SANSA is compass accuracy.

Despite the rise of modern navigation systems such as GPS and radio aids, compasses are still an essential component

The course is presented by SANSA engineers and physicists who have many years of relevant magnetic navigation ground support experience.

of aircraft navigation equipment. Electrical systems may fail, but the Earth’s magnetic field never does. However, it is continuously changing and that requires constant monitoring to determine the degree of compass variation at any specific place.

www.sansa.org.za

For more information on these services and courses email: spacesci-info@sansa.org.za

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PART 2 - SECRETS OF SUCCESS Face to Face:

ELMAR CONRADIE CEO FLYSAFAIR

In the September issue, FlySafair CEO Elmar Conradie (EC) told Guy Leitch (GL) how FlySafair has grown in the five years since its launch and what fantastic opportunities it presents for new pilots. In this issue he tells us more about how the airline has grown over its first five years – and what may be expected in the next five.

Under CEO Elmar Conradie FlySafair has produced a remarkable growth story.

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GL: YOU HAVE GROWN BY COMPETING ON THE SOCALLED GOLDEN TRIANGLE OF JOHANNESBURG CAPE TOWN AND DURBAN – BUT THIS IS A MATURE MARKET. DO YOU HAVE ANY PLANS TO GROW BEYOND SOUTH AFRICA?

EC: As a low cost carrier our business model relies on high utilisation and high load factors and we can only really achieve those loads and volumes on the ‘Golden Triangle.’ But we don’t just fly the Golden Triangle, we have 11 routes. Our business model lends itself to very specific routes.

A route needs to be big enough to support a Boeing 737-800, and there are not many that big. But I have no doubt that we will get to a point where we have to ask ourselves; where to next? And then we will have to consider those routes with additional complications.

WHAT ABOUT FEEDER ROUTES? IT SEEMS TO ME THAT AIRLINK AND SAX ARE OPERATING THREE OR FOUR TIMES A DAY USING INEFFICIENT SMALL GAUGE AIRCRAFT. THAT SHOULD MAKE AN OPPORTUNITY FOR YOU TO COME IN AND CLEAN UP WITH LARGER AIRCRAFT AND MUCH BETTER SEAT COSTS.

The reason they charge high ticket prices

We are obviously always looking at new sources of ancillary revenue, but the South African market for ancillary revenue is relatively undeveloped. In Europe and the United States they charge as much as $50 for items such as checked bags, plus things that we still don’t charge for, such as issuing boarding passes at the airport. I guess that, compared to the other low-cost carriers, we are perhaps more aligned to the international model, but we are still far from it.

WHAT SORT OF COMPLICATIONS?

Well flying to Harare should not be difficult as it’s almost a domestic flight.

However the complications are enormous in terms of customs and immigration and of course problems like repatriating blocked funds.

IS FASTJET A GOOD EXAMPLE OF HOW ‘THE COMPLICATIONS’ CAN GET YOU DOWN?’

I suppose so. fastjet started out as a lowcost carrier, but it had to change into a high cost regional carrier as the market wasn’t big enough even to support Airbus A319s.

And you can’t get the low seat costs on small gauge aircraft like the Embraers they switched to. Regional airlines are a different business model.

It doesn’t mean we will never do international routes, it’s just that at the moment we are happy to stick with our low cost carrier business model.

YET YOU COULD BE LIKE THE EUROPEAN HYBRID CARRIERS AND JUST LEAVE THE CENTRE SEAT EMPTY TO HAVE A HIGH-YIELD BUSINESS CLASS. AND SINCE YOU ARE THE OFFICIAL CARRIER OF THE SPRINGBOKS IT IS PROBABLY A GOOD IDEA! WOULD YOU CONSIDER BECOMING A HYBRID CARRIER?

To some extent we are already a bit of a hybrid in that we operate two aircraft types in the -400 and -800, and we offer a range of additional benefits or services which you can select, such as a business class lounge or priority boarding. So we can almost replicate the business class experience, except that we cannot provide a business class seat.

FlySafair started with just two Boeing 737-400s.

is because their load factors are still not good, even on small gauge aircraft. So they would be terrible on a -400. The Catch-22 is that we don’t know what the price elasticity of demand is.

We tried using larger aircraft at far lower seat prices on some routes such as Cape Town – George. We went into Cape Town – George with really rock-bottom prices and heavy frequencies so that we could increase the utilisation of our aircraft. The end result wasn’t that it did badly, but it just wasn’t worth it. And then we have other routes like Durban – PE and Durban – East London which we weren’t sure how they were going to work, but they are in fact working well.

THE LOWVELD IS PUMPING; WHY CAN YOU NOT PUT A -400 OR AN -800 FROM CAPE TOWN DIRECT TO HOEDSPRUIT OR NELSPRUIT KMIA?

We looked at it, but there is an operational restriction on our aircraft landing in Hoedspruit.

WHAT ABOUT GROWING YOUR INCOME FROM ANCILLARY REVENUES?

IF I WAS A POTENTIAL INVESTOR, I WOULD WONDER WHAT THE GROWTH POTENTIAL IS OF YOUR SHARES?

Every year I wonder where the growth is going to come from, and yet we still grow by 40%. Our approach has been to try and keep as close as we can to the market and identify where the opportunities are, and hopefully this approach continues to work.

WHAT YOU ARE DOING IS CREATING YOUR MARKET BY GETTING PEOPLE OFF THE ROADS AND BUSES AND INTO YOUR PLANES. ONE OF THE BIG CHALLENGES MUST ALSO BE TO IMPROVE THE CUSTOMER’S AIRPORT EXPERIENCE?

Yes, the challenge of airports is that there are so many different parties involved.

There are many new technologies and we are having to deal with many different actors, whether it’s the regulator, or ACSA, or the ground handling company, to make systems work better.

Talking about passenger experience, your competitor kulula.com for a long time

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FlySafair pulled off a marketing coup in flying the Springboks.

didn’t make sense anymore.

YET IT SEEMED TO ME TO BE A VOTE OF NO CONFIDENCE IN YOUR MANAGEMENT TEAM BY YOUR SHAREHOLDERS – THAT THEY WERE PREPARED TO CLOSE DOWN SUCH AN EXCITING AND FAST-GROWING AIRLINE AND SELL IT OFF?

It wouldn’t have been closed down. The most important attribute an airline can have is size, to achieve the economies of scale needed to give it a competitive edge. So we would both have continued operating.

LET’S TALK ABOUT THE UNEVEN PLAYING FIELD; MANGO HAS BEEN GROWING VERY FAST DUE TO SAA HAVING PASSED RESPONSIBILITY FOR THE DOMESTIC ROUTES ONTO IT. THE QUESTION MUST BE ASKED; IS MANGO PLAYING FAIR?

We have no reason to question it. We compete hard on price – and that’s basically it.

SO THEY ARE NOT GETTING ANY UNFAIR ADVANTAGES OR SUBSIDIES FROM SAA? THEY DON’T GET PREFERENTIAL ACCESS TO AIRPORT SLOTS, OR CHEAP LEASES ON THEIR AIRCRAFT, OR EVEN PREFERENTIAL BUYING ON INPUTS LIKE FUEL?

had a far more restrictive Personal Electronic Device (PED) policy than you – and it won them no friends. Did you have a special dispensation from the CAA for PEDs? No, I just think that one of our benefits are the technical skills and expertise we have because we do our own maintenance. So we could provide the necessary information to the CAA that they required as part of the application.

WHAT WAS THE BIG IDEA BEHIND THE AIRLINK MERGER AND WHY WAS IT CANCELLED? IT SEEMS TO ME INCREDIBLE THAT YOU WERE PREPARED TO ALLOW YOURSELVES TO BE TAKEN OVER BY AIRLINK?

The rationale was that the shareholders of both organisations recognised that there

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were economies of scale to be gained by combining the two companies. For example, combining the purchasing power on fuel, maintenance and spares and the like. And then there is the recognition that the two are essentially complementary businesses.

Also, there would be synergies and sales advantages in that Airlink would be able to sell our stock.

The reason it didn’t happen is that we were blocked in the first phase by the competition commission and referred to the Competition Tribunal and unfortunately that got postponed and then postponed again.

Two years passed and the circumstances that motivated the deal also changed.

Both companies had in the interim grown enormously and so the original deal just

We can speculate, but we don’t have access to Mango’s financials so we only get little glimpses now and again. They always claim to be making an operating profit, yet operating profits can literally mean anything, depending on how you define it.

I am reminded of the saying that the secret to winning is not about how many punches you can throw, but rather how many punches you can take. And for Mango to have a stateowned parent it means it can absorb endless punches.

DO YOU FORESEE YOUR GROWTH COMING FROM GROWING THE MARKET, OR FROM TAKING OVER SOME OF YOUR COMPETITORS’ MARKET SHARE?

I’m hoping that it comes from growth, because it’s a lot harder to take traffic from your competitors. We are not concentrating on stealing customers from competitors, because you can have them one day and lose them the next. We are really hoping to grow our business on the back of a growing economy.

HOW BIG A PROBLEM FOR YOU

IS FOREIGN COMPETITION AND FIFTH FREEDOM RIGHTS? IF FOR INSTANCE A GULF CARRIER FLIES ITS PASSENGERS DIRECTLY TO CAPE TOWN, THEN THAT IS TRAFFIC THAT YOU COULD HAVE HAD FLYING THEM FROM JOHANNESBURG TO CAPE TOWN.

I may be naive, but I think that a rising tide really does lift all boats and that the more traffic we have coming into South Africa, the better for all of us. The only foreign operator that flies passengers from Johannesburg to Cape Town is Singapore Airlines. They can’t pick up new passengers in Johannesburg and I am pretty sure they are losing money on the Johannesburg – Cape Town sector.

I think it would be pretty stupid to limit an airline like Emirates from flying direct to Cape Town if it means we lose tourists.

For instance, a businessman from Chicago having to fly to Cape Town via Washington and then Dubai and then Johannesburg and only then to Cape Town means that they would probably rather just go somewhere else. From a macro point of view I think

it’s good for South Africa to have as many international carriers flying to as many destinations in South Africa as possible.

For the rest of Africa what is vital is the implementation of the Single African Air Transport Market. We see everywhere around the world that when airlines start flying to a destination, it is massively beneficial for that local economy.

WHAT ARE YOU EXPECTING FOR THE NEXT FIVE YEARS?

All I can say is that our current plan is working. So I think that you will see us doing more of what we are doing now. Not different, just more routes, more frequencies and more planes.

It would be a lot easier if the South African economy was in better shape to support growth. If the economy comes right, then there will be more people traveling again.

There’s a lot we can do on the customer technology front, particularly with innovations. We don’t believe in doing technology just for technology’s sake; we need to see a clear benefit. For example,

a full-blown App. Our new App is not necessarily going to increase our sales, but it is intended to make things easier for our frequent fliers such as being able to save their boarding pass. We hope it will improve our customer ‘stickiness’. If our seat price is about the same as the other carriers, but our App makes your experience with FlySafair much nicer, then it will have been worthwhile.

And there’s always room to improve our service offering. It has become harder and harder to differentiate on price, therefore we have to try build a loyal customer base.

I tend to think of FlySafair as a ‘Keep it Simple and Sweet” airline.

A big part of what we are came out of the legacy Safair business with the commercial version of the C130 Hercs, where we just get on and do it with as little fuss as possible.

In five years we have gone from zero to having 21% of the South African market.

By our fifth birthday we may be the biggest single airline brand in the South African domestic market. 

THE NEXT GENERATION OF PILOT & FLIGHT CREW TRAINING

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HELI OPS GEORGE TONKING

TAKING FIRE Most of the time, flying helicopters is pretty mundane. I cruise overhead, busy with a particular project or task and watch people commute to work, from my little cockpit office. You see, helicopter pilots are normal people too, you know!

W

E have jobs, homes and families, gardens, pets and all the usual gadgetry to sustain a balanced, middleclass life. Yes, you heard me, middle-class.

Although we’re also captains of our aircraft, we don’t typically feature in the high-stakes poker games of the international airline pilots’ clubs. The difference between our line of work and your traditional 9 to 5 jobs is that occasionally we get a hefty shot of adrenaline along the way.

In my case, like most normal people, I also need to relax and be available as a husband and dad to my family. This involves many social activities, including my daughters’ ballet recitals, having friends over for braais and other entertaining, which my wife and I love to do. But due to the nature of my flying career in the security industry, I try not to be surprised when I need to drop everything and help when called on for a flying emergency. Although my role has changed somewhat after a few years in this game, where initially I was ordered to respond to an incident by my supervisor, I now often respond in duty to a friend. Friendships are easily formed in the middle of the battlefield when you have no option but to stick together. Maintaining those friendships in suburbia sometimes requires sacrificing one’s own comfort and convenience.

This column is about that bond.

Like many other public holidays before it, on the day in question, my wife and I

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Sometimes they shoot back.

had arranged a social braai around the swimming pool. It was spring. The days and the pool were becoming warmer, the kids needed desperately to work on their tans (but not me, of course) and I was keen to just chill with friends, as we do on a holiday.

Sadly, I had a bit of a sore throat and the sniffles, caught from one of my snot-nosed offspring. This meant no beer for me: my body just wasn’t keen. We welcomed our guests, their kids playing with ours right from the get-go, and we fired up the braai with a little help from a squirt of Jet A1. No sooner had we put the meat on the braai than my phone began to vibrate in my pocket.

“Vrrrrrrrb, vrrrrrrb.”

I have a policy of no phones at mealtimes, blocking most messages and calls, but between flipping boerewors, I took it out to read the message. It was from Gert, one of my “battlefield friends,” who needed help. I called him back, and slowly moved away from the braai. My guests knew that all was not well by the concern in my voice during the short call.

It turned out that one of the members of a specialised unit in which Gert was involved had been shot, while responding to a robbery attempt. Subsequently, the gang had raced away under hot pursuit through a suburb and abandoned their stolen vehicle in a nearby wooded area. The call was made for air support to assist the now-growing law enforcement squad to apprehend the armed suspects. My wife knows me well after 12 years of marriage and almost as many flying. She could see immediately that there was a flight on and that she would be entertaining our guests without me.

I knew that my right-hand man Stewie was away for a well-deserved break, and so immediately got on the phone to my other pilots. You need to know your crew well, including their experience level - not only log-book hours but actual field exposure to know who you can send at the drop of a hat. I called around looking for one of those pilots who might have been closer to a helicopter than me, but to no avail.

But wait, I had not been drinking. I could go. The only problem was that I was at least 20 minutes away from the heliport, even at motorcycle speeds. I quickly called Ally, my trusted hangar hand, to get a helicopter ready for me. He, it turns out, was also away for the long weekend. Thwarted!

I did some quick head calcs: travel to heliport, 20 mins, get chopper out, 10 mins,

start up, 4 mins, target ferry, 13 mins. This was going to take time. I called Gert back, “I’m going to be on target in about 40 minutes, is that ok?”

“Please come,” he entreated.

The urgency in his voice was all the encouragement I needed. Within minutes I had apologised to my gathered guests, said my goodbyes and taken off towards the N1 at “response” speed. If I had a flashing light

That, combined with a full fuel load, led to some careful performance-limited flying.

As I’ve said many times before, it’s good to know your mount well, especially when the pressure’s on.

As we got airborne, my crew briefed me more thoroughly, including that the thugs for whom we were searching were well armed with AK 47s, amongst other weapons.

Immediately after take-off, we circled the

Good to go- thankfully my trusty R44 was out on the pads and not inside.

and siren on my bike, they would have been on. Motorcycles can be dangerous toys. But they are essential in the business of helping friends. Quickly. All kinds of thoughts go through my mind as I’m racing down the highway in “operational mode”: fuel, getting the aircraft out fast, etc. As I drove into the heliport, my heart skipped a beat in joy as I saw one of my trusty Robinson R44s ready and waiting out on the pad!

Had someone called ahead? Was it a fluke? I never did find out. All I knew was that I’d been saved 10 minutes! That’s gold.

I quickly parked my bike and swapped my bike helmet for my trusty MSA helicopter helmet. As I started the heli, I was already on the phone with the task team members, now moving in slowly to the wooded area, close on the trail of the assailants. Google maps pin on hand, I propelled the warming chopper skyward in a crow’s flight line to the target. Soon enough, I was overhead the target area setting up a landing zone to pick up a crew member. The target area landing was well over 8,500 feet density altitude.

area to identify positions to secure a ground perimeter. But on our first pass, the ground teams radioed us, “They’re firing at you!”

Immediately I raised the collective, yanking the chopper up, with my crewman’s anxious shouts, “Get higher, get higher!” ringing in my ears. We banked out of harm’s way and put ourselves a good 1,000 feet from the danger below, but from which we could still survey the area. We looked at each other nervously and checked the craft for any signs of having been hit. Experience has taught me to fly with a level 5 Kevlar vest under the seat whenever going out on an operation of this sort. It’s just what I do.

In their foolhardy attempt to shoot at us, however, the suspects had given away their position. The ground crew moved in towards their quarry, while we surveyed them from above. It didn’t take long to apprehend the criminals after that.

Another bit of encouraging news was that the member who had been shot was set to make a full recovery. All in all, we could write this operation up as a success for the

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Our little squadron of Helicopters always ready to answer the call.

team. I had never imagined that our taking fire would be the key in a situation like this.

But as helpful as it was, it’s not something I’d wish for, that’s for sure.

Two things came to mind as I called home to apologise to my guests for my rude departure.

The first was that friendship often requires sacrifice. The second: helicopter pilots are normal people too; normal people who just happen to get a shot of adrenaline sporadically, while sitting in their little office  in the sky.

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Industry Update

WESTAIR OPERATES WINDHOEK-CAPE TOWN Beating bilaterals - the WestAir Embraer EMB145 lands at Cape Town.

Namibian airline, Westair, made its inaugural flight into Cape Town on Friday 4 October 2019. The airline will be offering 7 flights a week for 4 days a week from Eros Airport in Windhoek, stopping at Oranjemund on the way to Cape Town.

C

APE TOWN is the first international destination for Westair who currently operate between Windhoek and Ondangwa, Walvis Bay and Oranjemund.

Aviation analyst Linden Birns notes that this extension of Westair service to Cape Town is significant in that “in the mid 2000s Namibia amended its bilateral air service agreement with South Africa to prohibit the use of [Windhoek’s] Eros as an international gateway (this was in response to Airlink operating a successful service on the CPT-Eros route and Air Namibia, which was operating 737s at the time, being unable to compete). The stop in Oranjemund is obviously so that the new operator can sidestep the ban and must surely be operating the return service under four flight numbers and four flight plans (Eros-Oranjemund, Oranjemund-CPT and vice versa).

Westair Aviation’s current fleet consist of over 30 aircraft. The aircraft suit relevant

Gustav Holz Managing Director of Westair (second left) and Paul van den Brink, Project Manager at Cape Town Air Access, fourth left, celebrate the WestAir arrival.

operations such as freight-transporting, crew rotations for mining operations and offering VIP charters to The Namibian government.

The airline operates a variety of scheduled and unscheduled air cargo flights and has been offering a dedicated cargo

service to DHL over the past 20 years during which time Westair Aviation has maintained an impressive dispatch reliability record.

Through offering dedicated assistance to the cargo industry, Westair Aviation also supports the mining sector in transferring high-value cargo across Africa. 

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A Zambian Air Force Leonardo C-27J Spartan.

African Transports M orne B oij L ewis

AFRICAN MILITARY

TRANSPORTS AT LANSERIA Several African air arms have recently been modernising their transport fleets through acquisitions or reactivating idle fleets. Two visitors to South Africa are indicative of this.

L

ANSERIA saw two new notable arrivals in military transport aircraft during August: a Chinese manufactured Shaanxi Y-8F200 of the Jeshi la Anga la Wananchi wa Tanzania (JWTZ; Tanzanian Air Force) and a brand new Leonardo C-27J Spartan of the Zambian Air Force (ZAF).

The Zambian Air Force took delivery of two new Spartans in the second quarter of this year and the visit to Lanseria on 21 August, and a second four days later, was believed to be related to training flights for ZAF crews. The order by the air arm was secured in 2015 but the end user never officially confirmed by the manufacturer until the recent delivery of the planes to Lusaka’s Kenneth Kaunda International Airport.

While the C-27J has twice been shown

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at the biennial Africa Aerospace and Defence expo as part of regional sales tours, this is the first visit by a customer aircraft.

The first official confirmation of the order came in December when the ZAF’s Deputy Commander, Major-General David Muma, commented on the imminent arrival of the new aircraft while attending the annual Officers’ Ball.

These aircraft introduce important new transport capabilities to the air arm’s operations, enabling flights into rough, unprepared airstrips while the large rear loading ramp can be opened in flight and used to air-drop supplies.

The Zambian Air Force’s current transport fleet comprises two Xian MA-60, eight Harbin Y-12s and 10 elderly Dornier Do-28 light transport aircraft. This is the latest delivery in a recent modernisation of the air force with the delivery of at least six

Hongdu L-15 multi-role jet aircraft, as well as a new Gulfstream 650ER Presidential jet.

Other users of the Spartan on the Continent include Chad and Morocco while Kenya emerged as the latest client for the type, ordering three C-27Js as part of a deal worth Eur222 million that also includes an undisclosed number of AW139 helicopters.

Kenya’s C-27Js will be the first to be equipped with a new avionics suite when delivered in the latter half of 2019. The new baseline configuration will have the new avionics system, allowing full compliance with new civil aviation regulations (ATC) and military requirements (IFF) as well as reducing operational costs.

THE SHAANXI Y-8: CHINA’S AN12 The ZAF Y-8F-200s were delivered in late 2003 and are operated by the JWTZ transport fleet based at Dar es-Salaam’s Julius Nyerere International Airport. This transport squadron also operates Cessna 402Cs and Chinese manufactured Harbin Y-12-IIs. The Y-8 may at first appear to be nothing more than an Antonov An-12 Cub clone (which it essentially is) but sharp-

eyed observers will notice it has a much pointier glass nose than its Russian sibling. This is the first time this rare type has been seen in South Africa when it arrived on 6 August, although two of these have been in service with the Tanzanian Air Force since 2003. Another user of the type on the Continent is Sudan.

The Y-8 is an unlicensed copy of the An-12 Cub that has its roots in 1960s Chinese purchase of several An-12s from the Soviet Union.

The subsequent Sino-Soviet split saw the Soviet Union withdrawing all its technical assistance from China. The X’ian Aircraft Company, in co-operation with the Xi’ian Aircraft Design Institute then, under

instruction from the Chinese Government, reverse engineered the aircraft for local production. The design of the Y-8 was completed

by February 1972 and incorporated a glazed nose and tail turret derived from that of the H-6 bomber (which in itself is a reverse engineered Tupolev Tu-16 Badger bomber). The Y-8 was officially certified for use by the Chinese Government in 1981 and entered serial production. It has subsequently spawned more than 30 variants and is the basis of the heavily modified and modernised Y-9 and KJ200 derivatives. 

A Tanzanian Air Force Shaanxi Y-8, China’s version of the An-12 at Lanseria.

Flying in Africa ?

That’s what we love...

©Nico Kohne

Tel. +27 11 465 2669 • 072 340 9943 email: info@aviationdirect.co.za

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AOPA BRIEFING CHRIS MARTINUS AIRCRAFT OWNERS AND PILOTS ASSOCIATION – SOUTH AFRICA

Lies, DAMNED Lies & STATISTICS

It’s not often that our Civil Aviation Authority provides us with South African aviation statistics, yet statistics are a cornerstone of aviation safety.

A

NALYSIS of pilots, aircraft, accidents, hours flown, level of qualifications, types of operations and licence types can yield valuable statistical clustering which may help identify safety issues that need attention and rectification. But years of begging and complaining have yielded little material from CAA that would be useful for developing safety strategies, particularly for general aviation.

However, a little bonus was hiding in CAA’s 2017/2018 Annual Report: some statistics regarding licensing of pilots and aircraft. As regards aircraft, growth in the 2016/2017/2018 years was very flat, with small increases in the numbers of turboprop aircraft (3.3%) and helicopters (3%) from 2017 to 2018.

There was nevertheless a large growth (54%) in the numbers of drones registered during this period, but that is to be expected with these devices being a relative newcomer to the regulatory environment.

One of the most significant factors for GA is the ratio between certified piston aeroplanes and recreational aircraft showing that there are now nearly as many non-type-certified aircraft (6,332) as typecertified piston aircraft (3,823). That makes NTCA aircraft nearly half of the full total (13,381) of all aircraft registered in South Africa, including drones.

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Since most piston aircraft fall into the GA category, it can be assumed that between NTCA and TCA, general aviation aircraft (10 155) make up about 76% of the aircraft on the SA register.

[See table below]

[See Table B - opposite] These inequalities have CAA grumbling that “transformation continues to be lethargic” and CAA Chairman, Mr Smunda Mokoena, darkly alludes: “It is evident that the aviation industry is reluctant or unable to transform and that efforts to diversify do not measure up to the challenge. This is also an indication that there is the need for an urgent intervention.”

It is however perhaps apposite to explore the numbers of pilots that make up the general aviation community. Private pilots and student pilots are, for the most

Table A - aircraft growth other than drones, has been static.

When it comes to personnel licences, however, there are notable discrepancies between males, females and racial groups in the pilot demographics.

The first figure that shows a major imbalance is that, of the total number of pilots licensed in SA (20,782), excluding drones, the majority are white males (16,761) or 81 %.

Secondly, the ratio between male (19,120) and female pilots places women at a mere 8% of the pilot population in SA. Thirdly, and a matter of greatest concern, the ratio of white pilots (18,163) to the total of African, Coloured and Indian pilots (1,761), placing non-whites at a little less than 10% of all SA pilots.

part, voluntary entrants to aviation and few are sponsored or employed by the aviation industry itself.

If we add up the numbers for both SPLs and PPLs, we find that white males still constitute the vast majority – in similar ratios to commercial pilots. It therefore cannot be correct to blame the “aviation industry.” These numeric imbalances are clearly due to personal choices and not to industry influences, since student and private pilots are not employed in flying jobs.

Although in the distant past, mostly prior to the 1930s, women and persons of colour were discouraged and often barred from becoming pilots, there are many, many

Table B - White males still dominate the pilot body - but not through lack of trying to stimulate interest in other groups.

stories how they overcame these prejudices.

But since the 1980s the playing field has been levelled in most parts of the world. It is very unusual to hear of women or persons of colour being discriminated against in the aviation sector. Indeed, women and other races are generally welcomed into aviation and many governments actively encourage these groups to take up careers in aviation by way of bursaries and other enticements.

Nevertheless, elsewhere in the world we see the same inequality of numbers. For example, in the USA, only 4.1% of airline transport pilots are women and a tiny 2.7% are black. Our figures in SA, at 8% and 10% respectively are a lot better in comparison, even though they do not parallel the local population demographic.

Inequalities in society are a problem.

Many socio-political schemes have sought to address such inequalities, but only where these inequalities are due to discrimination or are otherwise prejudicial. The fact is, different population groups tend to have different preferences for a wide range of pursuits and, although there may be dramatic disparities, it is erroneous to assume that the resultant statistical differences are brought about by injustices, either present or past.

Efforts to grow the female and black pilot populations through encouraging black

kids to take up flying, through barring whites from entering cadet programmes and many other initiatives by the industry, by state agencies and by efforts from pilots who fly young black children for introductory flips, have yielded disappointing results.

The reality is that you can take the horse to the water, but you can’t make it drink.

AOPA’s concerns are that our CAA is now trying to force the issue, not by developing aviation among the people who are in the minority, but by attacking the majority of pilots on the basis that they are white and male. This seems to be very apparent in their actions: the financial, regulatory and administrative burdens placed upon general aviation pilots and aircraft owners continues to increase exponentially. Far from encouraging new entrants into aviation, this has the effect of raising the bar. There were times only a few years ago when a licence renewal would take only a few hours while the applicant waited by having a couple of cups of coffee. Today, at best, the process takes days – or even weeks and months.

THE OBSTRUCTIVENESS TACTIC CAA officials have become exceedingly obstructive. As an example, one issue AOPA has had to deal with recently

is where an experienced CAA official refused a registration request for an aircraft weighing 476 kg because it does not meet the regulatory requirement of a maximum of 600 kg. The email correspondence between the official, the aircraft owner and several other individuals who became involved in the correspondence became farcical. The official was adamant that 467kg did not “meet” the 600kg requirement. Another CAA official jumped in in support of this contention. Another insisted that the regulation was not clear and the wording would have to be revised to clarify the already clear wording. Ultimately, the official declared that this was a personnel licensing issue and would have to be taken up with that department.

The CAA’s grounding of CemAir was another famous example of frivolous misinterpretation of the rules designed to frustrate legitimate aircraft operators.

Many who find themselves victims of these obstructive tactics assume that the basis is just due to stupidity or incompetence, but it appears to us that it is a deliberate tactic that is selectively applied.

RIGHTS The scheme of applying these tactics in order to influence transformational outcomes is deeply contrary to the letter and spirit of constitutional rights. The constitution provides opportunities to everyone, but allows citizens the choice of whether they wish to exercise those rights or not.

CAA’s annual reports show that they are deeply dedicated to transformation of these embarrassing statistics – even if it means that they must trample upon everyone’s rights and destroy the very industry they are obliged to serve.

PS: “Lies, damned lies, and statistics” is a phrase describing the persuasive power of numbers, particularly the use of statistics to bolster weak arguments. It is also sometimes colloquially used to doubt statistics used to prove an opponent’s point.

The phrase was popularized in the United States by Mark Twain (among others), who attributed it to the British prime minister Benjamin Disraeli: “There are three kinds of lies: lies, damned lies, and statistics.” 

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General Aviation - Adventure Flying Story: Edge Bisset

AROUND AFRICA – FINAL

Departing Brindisi. Goodbye Italy - next stop, Crete.

INTRODUCTION (BY EDGE): In this, the third and final instalment of their circumnavigation of Africa in 60 days, we travel all the way back down the eastern edge of the continent with our two intrepid flyers: Edge Bisset and Jaap Scholten.

I

T’S hot in the cockpit and the afternoon sun is baking us through the windshield as we fly south over the Sahara Desert. We are at Flight Level 085, but even at this altitude the outside air temperature has been in the high thirties all afternoon.

The golden yellow sands below are as vast and empty as the pale blue sky above.

They meet in a shimmering white horizon that seems to hover an infinite distance away. The landscape is barren. Not a tree or a road, nor any sign of human habitation, as far as the eye can see. Just a vast emptiness.

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For thousands of years, the burning sun above and the endless sands below have dominated this landscape. What the sun does not destroy, the sands will swallow.

Intruders don’t last long. Who are we, in our fragile little aluminium machine, to trespass into this ancient space? If the desert could speak, I think, it would laugh at us. Yet it looks so pretty…

Jaap is flying while I take a break. He is chewing on an energy bar, bobbing his head and drumming his fingers on the yoke while the Rolling Stones play through the intercom: “I see a red door and I want it

painted black….” He is in a good mood and seems wide awake, keeping us nicely on course. I relax in my seat and let my eyes drift over the empty desert.

We have become very comfortable in the cockpit over the past six weeks since leaving Cape Town. During the first few weeks of the journey, as we routed up the west coast of Africa, the learning curve was steep. Unknown countries, foreign languages, ITCZ weather patterns, dust storms and ocean crossings; all came with their own lessons, and we were often stretching the limits of our own experience.

The second part of the journey, from North Africa into Europe, was easier. Fuel was readily available, English was widely spoken, weather patterns were less severe and facilities were excellent. And by then we had become a team, each of us knowing what our own responsibilities were and what to expect of the other.

Now we are closing the loop by flying the final portion of the trip, from Italy back to Cape Town, and the cockpit feels like home. So much so that I, who struggle to

fall asleep in an airliner, can comfortably nod off in a Cessna 180 while we fly over one of the most remote and inhospitable parts of the planet.

“No colours anymore, I want them to turn black…”

The heat and the gentle humming of the engine are lulling me to sleep, when something flashes. I glance at the engine monitor. The CHT reading for cylinder 6 blinks on and off, indicating abnormally high temperatures. From the corner of my eye, I can see Jaap watching the gauge with equal attention. If it were an old analogue dial, I would reach out and tap the panel, like Richard Todd in the Dam Busters. But that’s not going to make any difference here. The LCD screen of the JPI engine monitor continues to flash in warning. All other cylinders read normal, as do oil temperature and oil pressure.

Probably just a faulty lead to the CHT probe, I think to myself. I’ve seen this before. But usually I’m within an hour or two from home and within reach of help.

Usually I am able to raise someone on the radio, if necessary. And usually, I can see some sign of habitation, a place to head for if the worst should happen.

I glance out the window at the endless ocean of sand below. Plenty of space to put it down if we have to, but there’s no sign of life as far as the eye can see. Just desert in all directions. And we’ve been out of radio contact for a while, in a dead zone, unable to reach either the Egyptian or Sudanese ATC. Mick Jagger seems unconcerned but his words have an ominous ring to them.

“If I look hard enough into the setting sun…”

My eyes go back to the engine monitor. All of the other gauges are behaving normally but the CHT on number 6 is still going haywire. Nothing to worry about, I tell myself, just a faulty lead. But in the back of my mind I can imagine the voice-over from an air crash investigation programme: “… every accident is preceded by a chain of errors…”

Outside, nothing but an ocean of blazing hot sand, slowly passing below.

We are hundreds of miles from anywhere.

DAY 43 (JAAP) After a brief but enjoyable stay in Brindisi, we left Italy this morning and

En route from Italy to Crete, late winter snows still decorated the Greek mountainside.

Making landfall in Egypt, after crossing the Med.

Supplemental Oxygen was a necessity for this trip.

Edge negotiates with the refuelling crew at Loki.

Sometimes you just need a little nap.

headed South East for the coast of Greece.

The cool temperatures and high humidity over the Med made perfect conditions for carb icing. The Continental O-470 is known to be susceptible to icing, and we’ve become quite used to managing it, but when you’re over the ocean it certainly gets your attention.

We reached the west coast of Greece, and in typical travel-brochure style, there were beautiful coves with quaint little villages dotted all along the coast. If only we had more time to explore this part of the world. Perhaps another trip…

Crossing the south of Greece, we were surprised to find a lot of snow still covering the mountains. We left the Greek mainland behind and settled into our “ocean routine” of regular checks, fuel management, de-icing, and eventually peering into the distance for signs of land.

Before too long, the island of Crete presented itself, snow-capped peaks sticking out above the clouds. Fuel, tiedowns, chocks, some laid-back Greek administration and we are off to the hotel.

DAY 44 (JAAP) We took off from Crete and immediately encountered a thick maritime cloudbank. We skirted it as we climbed, routing east along the coast before setting out south across the Mediterranean Sea. The last of the pretty islands disappeared as we set out over endless deep-blue ocean. It was beautiful, scary and exhilarating. Occasionally another big fluffy expanse of clouds broke the monotony and we would find ourselves back in the carb-heat routine.

Still, it’s a relatively short ocean crossing and after three hours we spotted land again – we were back in Africa!

After a brief stop at Mersa Matruh to clear customs and uplift fuel, we took off again and routed eastward, to the oddly named “6th of October” airfield, just outside Cairo. Apparently, it’s not uncommon to name airports, and entire towns, after famous historical wars. After a long day of flying, we made our way to our hotel, which directly overlooks the Pyramids of Giza. What a sight!

DAY 45 (JAAP) We have just enjoyed a day of exploring the pyramids of Giza and could happily spend more time here but

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we have to move on and figure out a way to get to Sudan without too many stops. The challenge we face is that the Avgas supply at Aswan is no longer there and we are told that it’s not possible to get Mogas through the airport security. This means that we need to arrive at Aswan with enough fuel to get us all the way to Khartoum the next day without refuelling. That is no small feat.

After much deliberation, we have decided on the following route for tomorrow: we will fly from Cairo to El Gouna, on the Red Sea, where we will fill up with fuel. From El Gouna we can make it to Aswan, where we will stop for the night. The next day, all going well, we will clear customs at Aswan and route to Khartoum. Two long days of flying!

The Sudanese know a thing or two about water management.

Beautiful Lake Malawi.

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DAY 46 (JAAP) Egyptian controllers are the strictest we’ve encountered so far. In some cases, we have been made to climb directly above our departure airfield until we are at cruise altitude. And that cruise altitude, which they dictate, tends to be at around ten thousand feet. This means taking off at sea level in a heavily loaded aircraft, on a hot Egyptian day, and executing a circling climb to, say, ten thousand feet. Once we are at altitude, they would vector us all the way to our destination, at which point we would be told to do a spiralling descent, all the way down to the destination airfield, at sea level.

No cruise climb, or cruise descent, in other words. This adds a fair amount of time, and fuel burn, to the leg. Any romantic ideas of flying low-level along the Nile are quickly forgotten.

Once we were released from Cairo’s control, we made our way southeast to El Gouna, a small resort town on the Red Sea. The desert landscape did not disappoint.

The fuel stop at El Gouna was a quick one.

Thanks to the helpful, friendly locals we were refuelled and flying again in no time.

The second leg of the day took us from El Gouna to Aswan. The usual shenanigans from our super-efficient Egyptian

These friendly SAAF Oryx crew were assisting rescue efforts after the flooding in Malawi.

controllers saw us climbing out to 11,000ft for the westward leg. But it was midday on the Red Sea and it was hot… 40 degrees hot.

ZS-DKN took off easily enough, heavily loaded as it was, and the Red Sea showed her remarkable colours before we had to turn away to the West. Passing 10,000ft it was still well over 20 degrees outside, and the Cessna was gasping for air. It was working hard to climb under a heavy load but eventually we got to 11,000ft and set

an expected boom in travel to the area.

We are staying in a beautiful Nubian village, on the banks of the river. It is colourful, fragrant and relaxed. Camels are everywhere and the Nubian buildings, all based around small rondavels, are colourfully painted. It is incredibly pretty.

But we had a dragging long three days ahead of us to get to Khartoum – not helped

by ZS-DKN still having its original 1950’s era seats, which rapidly developed hard

The usual shenanigans from our super-efficient Egyptian controllers course for Aswan.

Routing west from El Gouna, the desert is dominated by jagged rocky outcrops that eventually become foreboding mountains.

“If we go down here...” Edge does not complete his sentence. We both know. “…… they’ll never find us” I finish in my thoughts.

Soon enough we had the Nile in sight, and we followed its course to the south, until finally we reached Aswan. The airport itself is large and modern, built to accommodate

edges through the worn padding, and having to hand-fly our venerable plane every inch of the way as it has no autopilot.

DAY 49 (JAAP) In Africa, political change can seem to take forever. Yet to the uninformed - that’s us - it can happen overnight. After narrowly escaping a coup in Algeria – we chose to overfly and land in Tunisia, in order to

avoid the unrest. Now we found ourselves narrowly escaping strife in Khartoum.

Last night we heard gunfire in the streets and when we asked the hotel staff what was happening, they said they didn’t know. Internet access was cut and nobody had any way of knowing what was going on.

The hospital sent most of their staff home and left only a skeleton crew on duty.

In the morning we awoke early and headed for the airport, where we found some tense-looking soldiers standing guard with assault rifles. We departed Khartoum without delay and were thankful we did, because it turned out that the Sudanese military had effected a coup, removing Omar al-Bashir as President. They’ve also dissolved the cabinet and announced a three-month state of emergency. Who knows how close we might have come to being trapped in Sudan.

Anyway, as luck has it, we left just in time and routed directly to the military airfield of Ad-Damazin, which is close to the border of South Sudan. There we refuelled and took off straight away for Lokichoggio, or Loki for short, in Kenya.

Loki used to be a busy United Nations airfield but since the war in South Sudan settled, the UN have relocated and Loki sees very little activity nowadays. Many a fine flying machine was left to rot next to the landing strip; not exactly a welcoming sight as you land at what feels like Valhalla.

DAY 50 (JAAP) With fresh oil and clean plugs – and having fixed the worrying loose sensor lead on the #6 CHT – ZS-DKN leapt into the sky as we headed to Nairobi’s Wilson Airport.

We managed an early start just after dawn and set course over the Great Rift Valley - a valley so vast that it’s difficult to understand the scale; it runs all the way from Lebanon to Mozambique. The Kenyan part of the valley starts at Lake Turkana and is dotted with volcanoes - some still active - and lakes of various sizes. The lakes display fascinating colours, and the more prominent volcanoes closer to Nairobi are a reminder of the great fissure below.

Wilson airport is a crazy, busy airport that services general aviation - small private aircraft, training organisations and charter flights. Nairobi International airport - just a few miles away - controlled us inbound and then handed us to Wilson Tower as we approached. We landed and vacated early to make space for the next aircraft on

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We made it - friends and family were out in force for our return to Morningstar.

final. Caravans, C206s, C180s and 185s are everywhere. Our 180 is in good company here, among the other bush planes. Belly pods and large bush tyres are the “musthave” accessories, it seems. The place is also littered with Cessna 150 and 172 trainers, Fokker 50s and a brace of Beechcraft 1800 and 1900’s. Not a minute goes by without something taking off or landing. The place is a hive of activity – clearly, GA is thriving here!

We are staying at the legendary Aero Club of East Africa, where so many aviation legends have stayed before us. The hostess, Dorothy, proudly talks us through the history of the place and shows us around.

Established in 1927, the club is steeped

obscured by clouds and such was the case today. We could see the foothills covered in thick jungle, but above that it was only cloud.

After stamping documents and refuelling, we started up again and took off for Zanzibar. DKN has been running like a honey after its service, and performed flawlessly. We flew through beautiful valleys and skimmed just below the cloud base on our way to the coast. Here and there, we diverted around a small tropical downpour, but for the most part it was easy flying over lush green jungle.

As we reached the east coast of Africa, the Indian Ocean revealed itself, for the first time since we left home. Off the coast, we

Cloud banks closing in, oxygen running out, eager to get home... many a pilot’s demise. in history. It sports a great restaurant and accommodation, right at Wilson airport.

We’re in heaven!

DAY 52 (JAAP) Sometimes the best made plans just don’t work out. We had intended to spend a few days flying around the Serengeti and visiting Ngorongoro, but it was not to be, and so instead, we decided to route for Zanzibar.

Mount Kilimanjaro is a quick flight from Nairobi and easy to spot, being the highest mountain in Africa, but its often

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could see a pretty lump of clouds marking Zanzibar. It’s my first time to Zanzibar, but Edge is a regular.

We made a beeline for the Zanzibar Coast, then turned south towards the airport. The colours of the Indian Ocean are amazing. We were cleared inbound on a very long final and the flight is done and dusted in a touch over 2 hours.

DAY 57 (JAAP) Zanzibar is a great place to visit, but when you’re chomping at the bit to get moving, it does not let go easily. Stone

Town has a complex allure. Every time you get lost there, you discover another little gem. Finally, after a wonderful few days of holiday, the time came to leave. Armed with all our permits, plans, backpacks and documents, we set off to the airport, to fly to Blantyre in Malawi.

We initially were routed straight out to sea, in the direction of Dar Es Salaam. As we headed inland Lake Malawi, the cloud formations changed and we found ourselves flying between long furrows of cloud, with beautiful clear views in between them. The first sight of Lake Malawi was pure magic.

Vast and tranquil, this mass of water is like a small sea.

Leaving the lake behind, we made our way to Blantyre airport at low level under a darkening sky and joined on a right downwind for runway 33. Downwind, base, final, and we’re on the ground. So many of these runways have optical illusions and require extra care if you’re not familiar with them. Landing into the setting sun, the runway at Blantyre falls away from you, demanding all of your attention, just when you’re tired, hungry, managing a lame butt and just want to finish. But it’s a good landing. We backtrack and park next to a SAAF helicopter. And so the routine restarts itself. Fuel. Immigration. Documents.

Payments. Taxi. Another hotel...

DAY 59 (JAAP) Due to weather coming in from the East, we decided to skip Vilanculos and route straight for Kruger International Airport instead. The challenge would be to circumnavigate the weather systems and get past the narrow waist of Mozambique, abeam Beira. Based on our weatherman’s forecast, it looked like we would be OK but soon after we took off, we realised that there was more cloud than had been forecast.

The terrain was climbing and the gaps in the clouds getting smaller …. and smaller.

Cloud banks closing in, oxygen running out, eager to get home... many a pilot’s demise.

This long leg had its risks, and we managed them as best we could, keeping a back door open at all times.

After a few hours of intense flying, we reached SA airspace and finally made the turn westwards towards Kruger International. We are back in sunny SA… and get-there-itis is the new enemy.

DAY 60 (JAAP)

After nearly two months of hotels and guesthouses, we were keen to get home via the shortest route possible. So, after consulting the met forecasts, we decide on the ‘boring’ route, via Bloemfontein, instead of the scenic coastal route. An early but easy start to the day - no immigration, no customs, dressed in civvies (casual clothes)... the joys of flying in our home country! To top it all, it was Edge’s birthday.

What a feeling!

After an uneventful flight, we were safely on the ground at New Tempe. The helpful people from Westline Aviation drove out on good Friday to fuel us up, process landing and parking fees, and point us in right direction for taxis and an early start for the next day...

DAY 61 (JAAP) No run feels better than a home run! It had rained heavily overnight but we arrived early at New Tempe, ready and eager, tiptoeing through the puddles of water like two street cats. We took shelter from the rain under the thatch boma, obsessively checking for updated weather forecasts, as if doing that would change the status quo.

Eventually I skulked to the plane and went rumbling through its hold to find our emergency grab bag which contained our rainwear. Naturally this bag “which we’ll never use again” was stowed in the furthest cranny of the luggage area. And to get there, you have to stand on your knees on the soggy ground, with your head deep in the hold, while the rain trickles down the nape of your neck and finds its way down your spine. Just my kind of early morning fun.

Finally the wind and rain died down and it was light enough for takeoff. As we taxied out to runway 19, we discussed the flight ahead. The final leg, after two months of flying through foreign lands, seems like an easy one. It’s our home turf, after all.

But we were mindful of the danger that complacency brings, and anxious not to drop the ball at this late stage in the game.

We were taking no chances today.

Finally, a few hours later, we crossed the last ridge between Tulbagh and the Voëlvlei dam, with Kasteelberg and Paardeberg presenting themselves as beacons marking the way home. Heart rates were elevated and smiles were broad as Morningstar came into sight.

Overflying the field to have a good look at the windsock, we realised that there

The route.

was much more to see! A small crowd was waiting for us the hangar. Now that we knew everyone was watching, we were keen to make a good arrival. Downwind, base, final. Edge went for a short field landing approach, no hesitation, full 40° flaps and puts it down on the gravel leading up to the threshold. “Just in case I duff this one, so nobody can see!”, he laughs.

As we cleared the runway, we could see all the familiar faces. Friends, family, and loved ones were waiting for us. This was emotional! A big sign on the hangar doors

read: “WELCOME HOME EDGE AND JAAP”. We park, go through the shut-down procedures and give each other the usual fist-pump.

“We made it!”

FINAL TRIP STATISTICS Duration: 61 days Distance: 15,000 Nautical Miles Countries visited: 20 (6 countries overflown) Fuel burned: 5,966 Litres 

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701-3873 701-2623

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(044)

692-0006

www.starliteaviation.com

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(064)

756 6356

(041)

581-3274

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MOSSEL BAY Starlite Aviation Training Academy

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PANORAMA Johannesburg Flying Academy

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PORT ELIZABETH Algoa Flying Club

086-461-7067

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RAND AIRPORT Central Flying Academy

(011)

824-4421

U Fly Training Academy

(011)

824-0680

390-1738

Richards Bay Air Carriers

(035)

786-0146/7

786-0145

Rustenburg Flying Club

(082)

821 1690

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RICHARDS BAY8 RUSTENBURG

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VEREENIGING AIRPORT Bird Aviation

(016)

556-1007

info@birdaviation.co.za

Desert Air (PTY) LTD

+264

61 228101

+264 61 254 345

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Blue Chip Flight School

(012)

543-3050

543-1826

Loutzavia

(012)

567-6775

543-1519

Legend Sky

(083)

860-5225

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Powered Flight Training

(078)

460-1231

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Vortx Aviation Training

(072)

480-0359

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WINDHOEK - EROS AIRPORT

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WONDERBOOM AIRPORT / AEROPARK / RHINO PARK - PRETORIA111

41

FlightCom Magazine

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Where pilots speak for themselves

SURNAME

FIRST NAME

LOCATION

TEL NO

E-MAIL

Other countries

AME Doctors Listing

EASA registered

www.gryphonflight.co.za

“I did my ATPL Preparation, my B190 Proficiency Check as well as my MCC course with Gryphon Flight Academy and I was very pleased with the service!

Anton really listened and tailored a fitting package to my needs, unlike many other major Flight Schools, thus saving me a lot of money but still offered a great Training Experience. Only can recommend this school.” Patrick Heintschel.

FAA registered

SA Flyer 2019|01

FLIGHT TESTING CPL • ATPL •PROFICIENCY CHECKS • IF RENEWALS

Off-site Specialist tests

For other aircraft types contact Anton Rousseau - 082 562 5060 anton@gryphonflight.co.za

On site Specialist tests

We offer Type Ratings on: PC12 • B190 • E120 • Embraer 135/145

Senior Class 1, 2, 3, 4

SPECIALISED ADVANCED AVIATION TRAINING

Regular Class 2, 3, 4

CAA/0322

“My training experience at Gryphon Flight Academy could not have been more positive and rewarding. The Ground phase was delivered by an experienced Captain on both aircraft, who portrayed the utmost professionalism both as a pilot and instructor. Similarly, the simulator sessions were instructed by experienced South African airline pilots with a genuine passion for the work they do. Their enthusiasm and professionalism were infectious and I completed the course feeling entirely confident that I was ready to operate commercially with a high level of expertise and professionalism” Garth Greyling

✗ ✗ ✗ ✗

Britz

Rudi

Wonderboom Airport

083 422 9882

rudiavmed@gmail.com

Church

Belinda

Valhalla

079 636 9860

churchbs@live.com

Du Plessis

Alexander

Athlone Park

031 904 7460

dex.duplessis@intercare.co.za

Erasmus

Philip

Benoni

011 849 6512

pdceras-ass@mweb.co.za

Govender

Deena

Umhlanga Rocks

031 566 2066/7 deena@drdg.co.za

✗ ✗

Ingham

Kenneth

Midrand

011 315 5817

kaingham@hotmail.com

✗ ✗

Marais

Eugene

Mossel Bay

044 693 1470

eugene.marais@medicross.co.za

✗ ✗

Opperman

Chris

Pretoria Lynnwood

012 368 8800

chris.opperman@intercare.co.za

Schutz

Ernest

Germiston

011 825 5300

schutzfm@iafrica.com

Tenzer

Stan

Rand Airport & JHB CBD

083 679 0777

stant@global.co.za

✗ ✗ ✗

Toerien

Hendrik

White River, Nelspruit

013 751 3848

hctoerien@viamediswitch.co.za

✗ ✗ ✗

Van Der Merwe

Johann

Stellenbosch

021 887 0305

johann.vdmerwe@medicross.co.za

Van Niekerk

Willem

Benoni

011 421 9771

http://willemvanniekerk.co.za

✗ ✗ ✗ ✗ ✗ ✗ ✗

✗ ✗ ✗ ✗ ✗ ✗

✗ ✗ ✗ ✗ ✗ ✗

✗ ✗

BACKPAGE DIRECTORY A1A Flight Examiner (Loutzavia) Jannie Loutzis 012 567 6775 / 082 416 4069 jannie@loutzavia.co.za www.loutzavia.co.za

Alpi Aviation SA Dale De Klerk 082 556 3592 dale@alpiaviation.co.za www.alpiaviation.co.za

Adventure Air Lande Milne 012 543 3196 / Cell: 066 4727 848 l.milne@venture-sa.co.za www.ventureglobal.biz

Apco (Ptyd) Ltd Tony/Henk + 27 12 543 0775 apcosupport@mweb.co.za www.apcosa.co.za

AES (Cape Town) Erwin Erasmus 082 494 3722 erwin@aeroelectrical.co.za www.aeroelectrical.co.za

Aref Avionics Hannes Roodt 082 462 2724 arefavionics@border.co.za

Chem-Line Aviation & Celeste Products Steve Harris 011 452 2456 sales@chemline.co.za www.chemline.co.za Comporob Composite Repair & Manufacture Felix Robertson 072 940 4447 083 265 3602 comporob@lantic.net www.comporob.co.za Corporate-Aviators/Affordable Jet Sales Mike Helm 082 442 6239 corporate-aviators@iafrica.com www.corporate-aviators.com

Fly Jetstream Aviation Henk Kraaij 083 279 7853 charter@flyjetstream.co.za www.flyjetstream.co.za Flying Frontiers Craig Lang 082 459 0760 CraigL@fairfield.co.za www.flyingfrontiers.com

Flying Unlimited Flight School (Pty) Ltd Riaan Struwig 082 653 7504 / 086 770 8376 riaan@ppg.co.za Atlas Aviation Lubricants C. W. Price & Co www.ppg.co.za AES (Johannesburg) Steve Cloete Kelvin L. Price Danie van Wyk 011 917 4220 011 805 4720 Foster Aero International 011 701 3200 Fax: 011 917 2100 cwp@cwprice.co.za Dudley Foster office@aeroelectrical.co.za Sales.aviation@atlasoil.co.za www.cwprice.co.za 011 659 2533 www.aeroelectrical.co.za www.atlasoil.africa

info@fosteraero.co.za Dart Aeronautical www.fosteraero.co.za Aerocore ATNS Jaco Kelly Jacques Podde Percy Morokane 011 827 8204 Gemair 082 565 2330 011 607 1234 dartaero@mweb.co.za Andries Venter jacques@aerocore.co.za percymo@atns.co.za 011 701 2653 / 082 905 5760 www.aerocore.co.za www.atns.com Dart Aircraft Electrical andries@gemair.co.za

Mathew Joubert Aero Engineering & PowerPlant Aviation Direct 011 827 0371 GIB Aviation Insurance Brokers Andre Labuschagne Andrea Antel Dartaircraftelectrical@gmail.com Richard Turner 012 543 0948 011 465 2669 www.dartaero.co.za 011 483 1212 aeroeng@iafrica.com info@aviationdirect.co.za aviation@gib.co.za

www.aviationdirect.co.za DJA Aviation Insurance www.gib.co.za Aero Services (Pty) Ltd 011 464 5550 Chris Scott Avtech Aircraft Services 0800Flying Gryphon Flight Academy 011 395 3587 Riekert Stroh mail@dja-aviation.co.za Jeffrey Von Holdt chris@aeroservices.co.za 082 555 2808 / 082 749 9256 www.dja-aviation.co.za 011 701 2600 www.aeroservices.co.za avtech1208@gmail.com info@gryphonflight.co.za

Dynamic Propellers www.gryphonflight.co.za Aeronav Academy BAC Aviation AMO 115 Andries Visser Donald O’Connor Micky Joss 011 824 5057 Guardian Air 011 701 3862 035 797 3610 082 445 4456 011 701 3011 info@aeronav.co.za monicad@bacmaintenance.co.za andries@dynamicpropeller.co.za 082 521 2394 www.aeronav.co.za

www.dynamicpropellers.co.za ops@guardianair.co.za Blackhawk Africa www.guardianair.co.za Aeronautical Aviation Cisca de Lange Eagle Aviation Helicopter Division

Clinton Carroll 083 514 8532 Tamryn van Staden Heli-Afrique cc 011 659 1033 / 083 459 6279 cisca@blackhawk.aero 082 657 6414 Tino Conceicao clinton@aeronautical.co.za www.blackhawk.aero tamryn@eaglehelicopter.co.za 083 458 2172 www.aeronautical.co.za www.eaglehelicopter.co.za tino.conceicao@heli-afrique.co.za Blue Chip Flight School

Aerotric (Pty) Ltd Henk Kraaij Eagle Flight Academy Henley Air Richard Small 012 543 3050 Mr D. J. Lubbe Andre Coetzee 083 488 4535 bluechip@bluechip-avia.co.za 082 557 6429 011 827 5503 aerotric@aol.com www.bluechipflightschool.co.za training@eagleflight.co.za andre@henleyair.co.za www.eagleflight.co.za www.henleyair.co.za Aircraft Assembly and Upholstery Centre Border Aviation Club & Flight School Tony/Siggi Bailes Liz Gous Elite Aviation Academy Hover Dynamics 082 552 6467 043 736 6181 Jacques Podde Phillip Cope anthony@rvaircraft.co.za admin@borderaviation.co.za 082 565 2330 074 231 2964 www.rvaircraft.co.za www.borderaviation.co.za info@eliteaa.co.za info@hover.co.za

www.eliteaa.co.za www.hover.co.za Aircraft Finance Corporation Breytech Aviation cc Jaco Pietersen 012 567 3139 Emperor Aviation Indigo Helicopters +27 [0]82 672 2262 Willie Breytenbach Paul Sankey Gerhard Kleynhans jaco@airfincorp.co.za admin@breytech.co.za 082 497 1701 / 011 824 5683 082 927 4031 / 086 528 4234 www.airfincorp.co.za paul@emperoraviation.co.za veroeschka@indigohelicopters.co.za Bundu Aviation www.emperoraviation.co.za www.indigohelicopters.co.za Aircraft Maintenance @ Work Phillip Cronje

Opelo / Frik 083 485 2427 Enstrom/MD Helicopters IndigoSat South Africa - Aircraft Tracking 012 567 3443 info@bunduaviation.co.za Andrew Widdall Gareth Willers frik@aviationatwork.co.za_ www.bunduaviation.co.za 011 397 6260 08600 22 121 opelonke@aviationatwork.co.za aerosa@safomar.co.za sales@indigosat.co.za Celeste Sani Pak & Inflight Products www.safomar.co.za www.indigosat.co.za Aircraft Maintenance International Steve Harris Pine Pienaar 011 452 2456 Era Flug Flight Training Integrated Avionic Solutions 083 305 0605 admin@chemline.co.za Pierre Le Riche Gert van Niekerk gm@aminternational.co.za www.chemline.co.za 021 934 7431 082 831 5032 info@era-flug.com gert@iasafrica.co.za Aircraft Maintenance International Cape Aircraft Interiors www.era-flug.com www.iasafrica.co.za Wonderboom Sarel Schutte Thomas Nel 021 934 9499 Execujet Africa International Flight Clearances 082 444 7996 michael@wcaeromarine.co.za 011 516 2300 Steve Wright admin@aminternational.co.za www.zscai.co.za enquiries@execujet.co.za 076 983 1089 (24 Hrs) www.execujet.com flightops@flyifc.co.za Air Line Pilots’ Association Cape Town Flying Club www.flyifc.co.za Sonia Ferreira Beverley Combrink Federal Air 011 394 5310 021 934 0257 / 082 821 9013 Nick Lloyd-Roberts Investment Aircraft alpagm@iafrica.com info@capetownflyingclub.co.za 011 395 9000 Quinton Warne www.alpa.co.za www.@capetownflyingclub.co.za shuttle@fedair.com 082 806 5193

www.fedair.com aviation@lantic.net Airshift Aircraft Sales Cape Town Flight Training Centre www.investmentaircraft.com Eugene du Plessis Oraya Laemkaew Ferry Flights int.inc.

082 800 3094 021 976 7053/084 440 7922 Michael (Mick) Schittenhelm Jabiru Aircraft eugene@airshift.co.za admin@cape-town-flying.co.za 082 442 6239 Len Alford www.airshift.co.za www.cape-town-flying.co.za ferryflights@ferry-flights.com 044 876 9991 / 044 876 9993

www.ferry-flights.com info@jabiru.co.za Airvan Africa Capital Air www.jabiru.co.za Patrick Hanly Micaella Vinagre Fireblade Aviation 082 565 8864 011 827 0335 010 595 3920 Jim Davis Books airvan@border.co.za micaella@capitalairsa.com info@firebladeaviation.com Jim Davis www.airvan.co.za www.capitalairsa.com www.firebladeaviation.com 072 188 6484

jim@border.co.za Algoa Flying Club Century Avionics cc Flight Training College www.jimdavis.co.za Sharon Mugridge Carin van Zyl Cornell Morton

041 581 3274 011 701 3244 044 876 9055 Joc Air T/A The Propeller Shop info@algoafc.co.za sales@centuryavionics.co.za ftc@flighttrainning.co.za Aiden O’Mahony www.algoafc.co.za www.centuryavionics.co.za www.flighttraining.co.za 011 701 3114

jocprop@iafrica.com Alpha One Aviation Chemetall Flight Training Services Opelo Wayne Claassens Amanda Pearce Kishugu Aviation 082 301 9977 011 914 2500 011 805 9015/6 +27 13 741 6400 on@alphaoneaviation.co.za wayne.claassens@basf.com amanda@fts.co.za comms@kishugu.com www.alphaoneaviation.co.za www.chemetall.com www.fts.co.za www.kishugu.com/kishugu-aviation

43

FlightCom Magazine

Money Aviation Angus Money 083 263 2934 angus@moneyaviation.co.za www.moneyaviation.co.za Kit Planes for Africa Stefan Coetzee 013 793 7013 info@saplanes.co.za www.saplanes.co.za

MS Aviation Gary Templeton 082 563 9639 gary.templeton@msaviation.co.za www.msaviation.co.za

Tshukudu Trailers Pieter Visser 083 512 2342 deb@tshukudutrailers.co.za www.tshukudutrailers.co.za

Sheltam Aviation PE Brendan Booker 082 497 6565 brendanb@sheltam.com www.sheltamaviation.com

U Fly Training Academy Nikola Puhaca 011 824 0680 ufly@telkomsa.net www.uflyacademy.co.za

United Charter cc Jonathan Wolpe 083 270 8886 jonathan.wolpe@unitedcharter.co.za www.unitedcharter.co.za

North East Avionics Keith Robertson +27 13 741 2986 keith@northeastavionics.co.za deborah@northeastavionics.co.za www.northeastavionics.co.za Landing Eyes Gavin Brown Orsmond Aviation 031 202 5703 058 303 5261 info@landingeyes.co.za info@orsmondaviation.co.za www.landingeyes.com www.orsmondaviation.co.za

Lanseria Aircraft Interiors Owenair (Pty) Ltd Francois Denton Clive Skinner 011 659 1962 / 076 810 9751 082 923 9580 francois@aircraftcompletions.co.za clive.skinner@owenair.co.za www.owenwair.co.za Lanseria International Airport Mike Christoph Pacair 011 367 0300 Wayne Bond mikec@lanseria.co.za 033 386 6027 www.lanseria.co.za pacair@telkomsa.net

SIM Aerotraining (Pty) Ltd 011 395 1326 Keith Roseveare keithr@simaero.co.za www.sim.aero

Legend Sky 083 860 5225 / 086 600 7285 info@legendssky.co.za www.legendsky.co.za

PFERD-South Africa (Pty) Ltd Hannes Nortman 011 230 4000 hannes.nortman@pferd.co.za www.pferd.com

Litson & Associates (Pty) Ltd OGP, BARS, Resources Auditing & Aviation Training karen.litson@litson.co.za Phone: 27 (0) 21 8517187 www.litson.co.za

Pipistrel Kobus Nel 083 231 4296 kobus@pipistrelsa.co.za www.pipistrelsa.co.za

Sling Aircraft Kim Bell-Cross 011 948 9898 sales@airplanefactory.co.za www.airplanefactory.co.za

Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 info@solenta.com www.solenta.com

Kzn Aviation (Pty) Ltd Melanie Jordaan 031 564 6215 mel@kznaviation.co.za www.kznaviation.co.za

Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Services karen.litson@litson.co.za Phone: 27 (0) 8517187 www.litson.co.za Loutzavia Aircraft Sales Henry Miles 082 966 0911 henry@loutzavia.co.za www.loutzavia.co.za

Loutzavia Charters Henry Miles 012 567 3873 charters@loutzavia.co.za www.loutzavia.co.za

Loutzavia Flight Training Gerhardt Botha 012 567 6775 ops@loutzavia.co.za www.loutzavia.co.za Loutzavia-Pilots and Planes Maria Loutzis 012 567 6775 maria@loutzavia.co.za www.pilotsnplanes.co.za Loutzavia Rand Frans Pretorius 011 824 3804 rand@loutzavia.co.za www@loutzavia.co.za Lowveld Aero Club Pugs Steyn 013 741 3636 Flynow@lac.co.za Marshall Eagle Les Lebenon 011 958 1567 les@marshalleagle.co.za www.marshalleagle.co.za MCC Aviation Pty Ltd Claude Oberholzer 011 701 2332 info@flymcc.co.za www.flymcc.co.za

MH Aviation Services (Pty) Ltd Marc Pienaar 011 609 0123 / 082 940 5437 customerrelations@mhaviation.co.za www.mhaviation.co.za M and N Acoustic Services cc Martin de Beer 012 689 2007/8 calservice@mweb.co.za

Metropolitan Aviation (Pty) Ltd Gert Mouton 082 458 3736 herenbus@gmail.com

Plane Maintenance Facility Johan 083 300 3619 pmf@myconnection.co.za Precision Aviation Services Marnix Hulleman 012 543 0371 marnix@pasaviation.co.za www.pasaviation.co.za

PSG Aviation Reon Wiese 0861 284 284 reon.wiese@psg.co.za www.psg aviation.co.za

Skyhorse Aviation Ryan Louw 012 809 3571 info@skyhorse.co.za www.skyhorse.co.za

United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 ops@unitedflightsupported.com www.unitedflightsupport.com

Skyworx Aviation Kevin Hopper kevin@skyworx.co.za www.skyworxaviation.co.za

Unique Air Charter Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za

Unique Flight Academy Nico Pienaar 082 444 7994 nico@uniqueair.co.za www.uniqueair.co.za

Van Zyl Aviation Services Colette van Zyl 012 997 6714 admin@vanzylaviationco.za www.vanzylaviation.co.za

Vector Aerospace Jeff Poirier +902 888 1808 jeff.poirier@vectoraerospace.com www.vectoraerospace.com

Sky-Tech Heinz Van Staden 082 720 5210 sky-tech@telkomsa.net www.sky-tech.za.com

Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 johnnym@sec.com.na www.sec.com.na

Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 collin@velocityaviation.co.za www.velocityaviation.co.za

Southern Rotorcraft cc Mr Reg Denysschen Tel no: 0219350980 sasales@rotors-r-us.com www.rotors-r-us.com Sport Plane Builders Pierre Van Der Walt 083 361 3181 pmvdwalt@mweb.co.za

Villa San Giovanni Luca Maiorana 012 111 8888 info@vsg.co.za www.vsg.co.za

Rainbow SkyReach (Pty) Ltd Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com

Rand Airport Stuart Coetzee 011 827 8884 stuart@randairport.co.za www.randairport.co.za

Robin Coss Aviation Robin Coss 021 934 7498 info@cossaviation.com www.cossaviation.co.za

Starlite Aero Sales Klara Fouché +27 83 324 8530 / +27 31 571 6600 klaraf@starliteaviation.com www.starliteaviation.com

Vortx Aviation Bredell Roux 072 480 0359 info@vortx.co.za www.vortxaviation.com

Starlite Aviation Operations Trisha Andhee +27 82 660 3018/ +27 31 571 6600 trishaa@starliteaviation.com www.starliteaviation.com

Wagtail Aviation Johan van Ludwig 082 452 8194 acrochem@mweb.co.za www.wagtail.co.za

Starlite Aviation Training Academy Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 train@starliteaviation.com www.starliteaviation.com

Wanafly Adrian Barry 082 493 9101 adrian@wanafly.net www.wanafly.co.za

SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 satmarketing@flysaa.com www.flysaa.com/technical

Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 info@statusaviation.co.za www.statusaviation.co.za

Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 pilots@flywftc.com www.flywftc.com

SABRE Aircraft Richard Stubbs 083 655 0355 richardstubbs@mweb.co.za www.aircraftafrica.co.za

Superior Pilot Services Liana Jansen van Rensburg 0118050605/2247 info@superiorair.co.za www.superiorair.co.za

Wings n Things Wendy Thatcher 011 701 3209 wendy@wingsnthings.co.za www.wingsnthings.co.za

SA Mooney Patrick Hanly 082 565 8864 samooney@border.co.za www.samooney.co.za Savannah Helicopters De Jager 082 444 1138 / 044 873 3288 dejager@savannahhelicopters.co.za www.savannahhelicopters.co.za Scenic Air Christa van Wyk +264 612 492 68 windhoek@scenic-air.com www.scenic-air.com Sheltam Aviation Durban Susan Ryan 083 505 4882 susanryan@sheltam.com www.sheltamaviation.com

The Copter Shop Bill Olmsted 082 454 8555 execheli@iafrica.com www.execheli.wixsite.com/the-copter-shopsa Titan Helicopter Group 044 878 0453 info@titanhelicopters.com www.titanhelicopters.com TPSC Dennis Byrne 011 701 3210 turboprop@wol.co.za Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022

stoffel@trioavi.co.za/frans@trioavi.co.za

www.trioavi.co.za

Witbank Flight School Andre De Villiers 083 604 1718 andredv@lantic.net www.waaflyingclub.co.za Wonderboom Airport Peet van Rensburg 012 567 1188/9 peet@wonderboomairport.co.za www.wonderboomairport.co.za

Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 martin@zandspruit.co.za www.zandspruit.co.za Zebula Golf Estate & SPA Reservations 014 734 7700 reception@zebula.co.za www.zebula.co.za

FlightCom Magazine

44

Hangarage

Export Docs & Clearing

Lodge Transfers

(armed)

Line Inspections

Security Based

Aircraft Leasing

Aerial Photography

Maintenance

Surveys

Aircraft Sales

Contracts

Safari Charters

Special Events

Helicopter

Freight

Long-Range

FAX NO

V.I.P

TEL NO

Biz-Jets

CODE

> 20 pax

NAME OF CHARTER

< 20 pax

CHARTER DIRECTORY

BRAKPAN FABB Titanium Air

(011)

914 5810

083 292 0978

j

jjj

ExecuJet South Africa

(021)

934 5764

934 2087

jjjjj

jjjj

MS Aviation

(021)

531 3162

531 4209

jjjjjj

jjj

Streamline Air Charter

(011)

395 1195/8

jjjjj

jj

(031)

564 6215

Avcon Jet Africa

(011)

312 5676

Pambele Aviation

(011)

805-0652/82

805-0649

Batair Cargo

(011)

659 2000

701 2253

ExecuJet South Africa

(011)

516 2300

659 2520

Majestic Air Charters

(018)

632 6477

Out of the Blue Air Safaris

(011)

701 2653

j

CAPE TOWN jjj j

j

jjjj jjj j

DURBAN KZN Aviation

564 6222

j

jjjjjj

j

j

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GRAND CENTRAL j

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jjjj

j

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jjj j

LANSERIA AIRPORT j jjjjj j 082 905 5760

j

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jjj

jj

jjj

j

j

jjjj

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j

jjj

jjj

j

jj

j

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OR TAMBO INTERNATIONAL Fair Aviation (Pty) Ltd

(011)

395 4552

395 4244

jjjj

Federal Airlines

(011)

395 9000

086 667 1789

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jjj

Streamline Air Charter

(011)

395 1195/8

jjjjj

j

(012)

566 3019

j

jj

RAND AIRPORT FlyFofa Airways

www.flyfofa.co.za

jj

jj

j

WINDHOEK - SWAKOPMUND Scenic Air (Pty) Ltd

(+264)

6440 3575

info@scenic-air.com.na

j

j

j

WONDERBOOM AIRPORT - PRETORIA Alpha One Aviation

(082)

301 9977

Aviation @ Work

(012)

567 3443

Flyjetstream Aviation

(012)

543 0060

Maverick Air Charters

(012)

Powered Flight Charters

(078)

45

FlightCom Magazine

jjjj j

j

j

j

j

j

jjjj

jjj

j

(083) 279 7853

jjjjjjjjjjjj

jjj

jjj

940 0320

086 648 2690

jjjjjjjjjjj

jj

jjj

460 1231

086 666 2077

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We are for the journey

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